Technical Economic Feasibility Study PDF

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND
ENVIRONMENTAL IMPACT STUDY FOR HEMOS SARL AFTER THE AGREEMENT OF THE PORT OF COTONOU
REPORT OF THE TECHNICAL AND ECONOMIC

FEASIBILITY STUDY FOR THE CONSTRUCTION OF
THE DRY PORT OF TORI BOSSITO BY THE
COMPANY HEMOS SARL
General Director: HOUNGUE Eric Noudhounou
Tel: 93 00 00 01 / 97 48 30 39 / 21 14 93 29
HEMOS Sarl with a F CFA 10, 000, 000 registered capital - 01 BP 3535 Cotonou BENIN - RC N 10 B 6409 - N IFU 32 00 800 837 318 - Tel.
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Contents
List of tables .......................................................................................................................................... 7

List of figures................................................................................................................................... 8
List of photographs............................................................................................................................ 9
List of graphs .....................................................................................................................................10
List of annexes....................................................................................................................................11
1.
INTRODUCTION....................................................................................................................................12
2. TECHNICAL EVALUATION OF THE PROJECT OF TORI........................................................................14
2.1 Introduction.....................................................................................................................................14
2.2. Summary of the interests HEMOSs Project ...............................................................................14
2.3. Policy of the Government and private initiatives..........................................................................14
2.4. The reasons justifying the partnership between the Autonomous Port of Cotonou and
HEMOS.....15
2.5. Allowing the use of the estate of Tori. ..........................................................................................16
2.6. Terms of guarantee precautions for the Autonomous Port of Cotonou and advantages for Benin
State..16
2.7. Advantages for the Autonomous Port of Cotonou............................................................17
2.8. Background of the case.........................................................................................................17
2.8. Introducing the sponsors ....................................................................................................19
2.9. Situation of the dry port.......................................................................................................20
2.10. Vocation of the future dry port.........................................................................................22
2.11. Objectives for the dry port of TORI..............................................................................................23
2.12. Preparation of how to occupy the grounds of the dry port of Tori..................................24
2.12.1. Introduction ..............................................................................................................................24
2.12.2. Objectives.......................................................................................................................25
2.12.3. Stakes .......................................................................................................................................25
2.12.4. The zoning plan proposed by HEMOS and the activities.................................................26
2.12.5. Space needed .....................................................................................................................27
2.12.5.1. Space devoted to the warehousing also named zone ...........................................28
2.12.5.2. Commercial space also named zone 2 and space devoted to port services also named zone 3
.29
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2.12.5.3. Communication space also named zone 4.........................................................................30

2.12.5.4. Industrial space also named zone 5....................................................................................31
2.12.5.5. Conclusion .........................................................................................................................32
2.13. Functioning of the dry port of Tori..............................................................................................32
2.14. Success factors for the dry port of Tori .................................................................................33
2.14. Activity potential for the dry port of Tori...................................................................................35
2.14.1. Benin containerizing traffic for Tori > Imports ...............................................................35
2.14.2. Benin containerizing traffic for Tori > Exports ...............................................................36
2.14.3. Containerizing traffic of the hinterland countries....................................................................37
2.14.4. Handlings > Containers ......................................................................................................39
3. ECONOMIC EVALUATION OF THE PROJECT OF TORI.......................................................................41
3.1. Cost of the project of Tori affectable to container activity...........................................................42
3.2. Economic evaluation of the container zone of the dry port of Tori for HEMOS............................43
3.3 Economic evaluation of the impact of the project on the capacity of the port and the ships.......44
3.4 Economic evaluation of the impact of the containerizing project of the dry port of Tori on the
goods .....45
3.5 Cost and profits of the transport of the containers by train and by truck......................................46
3.5.1. Economic analysis of the railway and road transport.........................................................46
3.5.2. Commercial analysis of the railway and road transport................................................52
3.5.3. Decision matrix .....................................................................................................................52
3.6 Conclusion ....................................................................................................................................54
4. INTRODUCTION...........................................................................................................................56
5. DESCRIPTION OF THE PROJECT.........................................................................................................58
5.1 Title of the project..........................................................................................................................58
5.2 Type of the project.........................................................................................................................58
5.3 Justification and objectives of the project and objectives of the study.........................................58
5.3.1 Justification ..................................................................................................................................58
5.3.2. Objectives of the project............................................................................................................59
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5.3.3. Objectives of the study...............................................................................................................59

5.4 Localization of the project, tenure of lands and reasons for the choice of the site.......................59
5.4.1 Localization of the project (Delimitation of the study zone).......................................................59
5.4.2 Tenure of lands ......................................................................................................................62
5.4.3 Reasons for the choice of the site..............................................................................................62
5.4.4 Technological procedure, inputs and outputs.............................................................................64
5.4.5 Activities of the project, infrastructures and schedule................................................................64
6. LEGISLATIVE AND STATUTORY FRAMEWORK OF THE STUDY OF THE ENVIRONMENTAL IMPACT IN
BENIN REPUBLIC...................................................................................................................................67
6.1 Legislative and statutory framework..............................................................................................67
6.2 Applicable standards......................................................................................................................70
7. METHODOLOGICAL APPROACH........................................................................................................72
7.1 Activity n1: Description of the project.........................................................................................72
7.2 Activity n2: Description of the environment hosting the project.................................................72
7.2.1 Documentary research ..............................................................................................................72
7.2.2 Observations on site and sociological investigations..................................................................73
7.2.3 Data processing .........................................................................................................74
7.3 Activity n3: Environmental impacts analysis .........................................................................74
1) Duration of the impact.....................................................................................................................74
2) Importance of the impact................................................................................................................74
3) Degree of disturbance .....................................................................................................................75
7.4 Activity n4: measures suggestion ..............................................................................................76
7.5 Activity n5: A management plan suggestion ................................................................................77
8. ORIGINAL STATE OF THE ENVIRONMENT HOSTING THE PROJECT AND ANALYSIS OF THE
STAKES...78
8.1 ORIGINAL STATE OF THE ENVIRONMENT HOSTING THE PROJECT.................................................78
8.1.1 Physical components .........................................................................................................78
8.1.2 Biological components........................................................................................................82
8.1.3 Human components.....................................................................................................85
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8.2. Analysis of the environmental stakes..........................................................................................91

9. ENVIRONNEMENTAL ANALYSIS........................................................................................................94
9.1 Identification of the components of the area affected by the project......................................94
9.2 ANALYSIS OF THE IMPACTS AND THE SUGGESTED MEASURES......................................................96
9.2.1 Construction step ..................................................................................................................96
9.2.2 Exploitation step .............................................................................................................104
9.2.3 Closing step ...............................................................................................................107
COMMENT OF HEMOS SARL ON THE SUGGESTED MEASURES ........................................................115
10. ANALYSIS OF THE TECHNOLOGICAL VARIANTS AND THE RISKS....................................................116
10.1 Analysis of the variants of the project...................................................................................116
10.1.1 The "without project" Situation..........................................................................................116
10.1.2 Situation of "project 1 (including a portion of a non-asphalted road)"..............................117
10.1.3 Situation of "project 2 (including a portion of an asphalted road)"....................................117
10.1.4 Situation of "project 3 (including a portion of a non-asphalted road) ".............................118
10.1.6 Situation of "project 5 (another site)" ...............................................................................119
10.2
Comparative analysis of the variants and choice of the favorite variant............................121
10.3
Analysis of the risks...............................................................................................................123
10.3.1
Typology of the risks ..........................................................................................................123
10.3.2 Prevention of the risks........................................................................................................125
11. Works after the approval of the file by the Board of Directors ......................................126
11.1. Letter n082/09-11/HEMOS/SA/DGA/DO/DG of August 02, 2011 not answered so far and
having a juridical impact.....................................................................................................................126
11.2. Works after the authorization of the Board of Directors .....................................................128
11.2.1. Importance of the case.......................................................................................................128
11.2.3. Schedule of the works related to point 11.2.2........................................................................128
Chronogram of the activities...........................................................................................................131
12. CONCLUSION AND RECOMMENDATIONS....................................................................................133
BIBLIOGRAPHY.....................................................................................................................................135
ANNEX: Plans dry port of Tori........................................................................................................136
Plans ................................................................................................................................................136
- P12 - Tori establishment and topographic plans...........................................................................136
- P13 - Tori Zoning plan....................................................................................................................136
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List of the tables

Table 1 -.................................................................................................35
Table 2-...................................................................................................43
Table 3 Cost of requested investments, railways and roads, millions of
US dollars..........46
Table 4 Evaluation of the economic profitability of the proposed
options....................51
Table 5 Cost estimated by TEU, railway and road, 2011.....................52
Table 6 Selection matrix according to four criteria...............................53
Table 7 Some details about the project site........................................59
Table 8 Quality standards of the surrounding air................................70
Table 9 - Standards of sound emission.................................................70
Table 10 Reference environment for the evaluation of the importance
of the blunders76
Table 11 Quantity of rain (Station of Tori-Bossito in 1999).................78
Table 12 Matrix of the identification of the impacts..............................94
Table 13 - Identification and evaluation of the impacts and the suggested
measures .109
Table 14 - Evaluation of the variants.............................................121
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List of the figures

Figure 1 General localization of the site and the access tracks at the
dry port of Tori.........................21
Figure 2 - Localization of the site of the dry port of
Tori.............................6
Figure 3 Map showing the location of the municipality of Tori-Bossito
and the location of the site of the project.....................61
Figure 4 Map showing how the municipality of Tori-Bossito is
occupied.......84
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List of the photographs

Photo 1: Pahou (after the railways). Opposite side, road linking Pahou to
Tori-Bossito...63
Photo 2: Slip road linking Lissgazoun to Allada...................................63
Photo 3: Cassava field on the project site.............................................82
Photos 4 and 5: Worship sites at Azohou-Cada (OTD, March
2008)...........89
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List of the graphs

Graph
1:
Diagram
showing
rainfalls
in
Tori-Bossito
in
1999........................79
Graph 2: Population growth in Tori-Bossito between 1979 and
2002...........86
Graph 3: Inventory of some affections in Azohou-Cada (for
2007)..............87
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List of the annexes

Topographic plan of TORI...............................................
Mass plan of the Dry Port of TORI........................................
Study of preliminary environment impact......................
Map n2: Mass plan..................................................
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1. INTRODUCTION
On July 26, 2011, the Autonomous Port of Cotonou agreed to place the
estate of Tori at the disposal of the company HEMOS SARL for the
implementation of a dry port. This agreement was expressed by the
means of the letter n1627/PAC/DG/DGA/SG/DT (SETP)/DAJD/SD.
In this context, HEMOS SARL got a study conducted. It was the study for
the writing up of the master plan, the feasibility study in details, the
preliminary engineering and the environmental impact study .
This study is conducted in the framework of the programme related to
the access to the markets of Benin.
The different assignments during this study are listed below:
Task 1: Preliminary and economic feasibility studies for :
1.1 - The extension of the line of rocks for stopping the coast erosion;
1.2 - The construction of the southern quay;
1.3 - The improvement and the adjustment of the electric and lightening
system;
1.4 - The access, the roads, the traffic plan and the zoning plan;
1.5 - The acquisition and the installation of equipments for video
supervision and access control;
1.6 - The acquisition and the installation of equipments to prevent and
protect against fire;
1.7 - The acquisition and the installation of equipments to prevent
pollution;
1.8 The implementation of a station for oceanographic follow up;
1.9 - A preliminary engineering for the system of the handling of goods in
bulk;
1.10 A preliminary engineering for the structural improvement at the
northern quay;
1.11 The economic and technical feasibility study for the construction
of a dry port in Tori.
Task 2: Updated master port plan
Task 3: Studies of the impact on the environment
Task 4: Pilot study and files for consulting the works (FEED -Front End
Engineering and Design)
This document presents the analysis of the technical and financial
feasibility as well as environmental matters related to the
implementation of a new dry port in Tori (activity 1.11 of the list
above).
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Part 1
Technical and
economic feasibility
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2. TECHNICAL EVALUATION OF THE PROJECT OF TORI
2.1 Introduction
The Autonomous Port of Cotonou undertook to promote the development

of dry ports to reduce the stay duration of containers and goods at the
port and also improve the handling productions as well as the capacity of
the port equipments so as to reduce the obstruction observed at the port
these days.
A project of dry port in Parakou in the north of country has already been
subject to a preliminary feasibility study (Haskoning study-April 2006).
This area was chosen to develop the logistic functions in the north of the
country, in Niger and in the north of Nigeria. Its influential commercial
zone could also facilitate the transit to Burkina Faso and, if possible,
Mali. The development of Parakou will make the people benefit from the
railway from Cotonou to Parakou in the context of the OCBN
agreements.
This Parakou project is in addition to the two dry port projects of the
Autonomous Port of Cotonou located out of Cotonou in order to reduce
the obstruction of the city and increase the storage capacity of the port.
Tori is the western project, essentially planned to transact the containers
to the north (Niger, Burkina Faso, and Mali, if possible). It is also
projected for the local market (imports and exports).
Two options are projected for the link between Cotonou and Tori (refer to
the localization plan below):
- a railway link option with the rehabilitation of the railway link,
- a lorry as means of transport option.
For the project of Tori, the Autonomous Port of Cotonou allowed HEMOS
Company to use its estate that is close to the railway Cotonou-Parakou.
This estate granted to HEMOS Company is linkable to the main road
leading to the north of the country.
2.2. Summary of the interests of HEMOSs project.
2.3. Policy of the Government and private initiatives.
The Government of his Excellency the President of the Republic prizes
highly private initiatives in Benin. The project submitted to the
Autonomous Port of Cotonou is in the same context and is an
opportunity for the Government to prove its will to support Benin private
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sector. In addition, it helps them to reduce the rate of unemployment by

improving the Gross Domestic Product.
The support of the Government is a factor of trust for private investors
and economic growth for Benin.
2.4. The reasons justifying the partnership between the Autonomous
Port of Cotonou and HEMOS
The following facts are important in the study of the file:
- HEMOS is the only company to apply formally to the Autonomous Port
of Cotonou and suggest guarantee conditions to the Authority of the port;
- HEMOS promises to implement the whole access tracks in accordance
with the master plan with its own fund within one year as soon as the
lease contract is signed. Here are the tracks it is about:
o Railway (from Tori Cada to the site, about 10 km and to Allada in dual
carriageway, about 7km) ;
o Road services (from the site to Allada) ;
- For the implementation of the access tracks, HEMOS is also ready to
use its own money to pay the dispossession compensation to the land
owners occupying currently the identified spaces in accordance with the
regulations in Benin.
- Contrary to the proposal from the other applicants, not only will the
Autonomous Port of Cotonou benefit from the State fees but it will also
negotiate other profits with HEMOS;
- HEMOS is ready to invest 70.000.000.000 F CFA on the site for a
global and integrated building development of the site within a
reasonable time of work completion that is about one to two years
maximum instead of the fragmented achievement that is not profitable for
Benin. Moreover, HEMOS promises to invest in other key sectors in
which the State might not have an immediate possibility of reinforcement
so as to face the new economic implications of the global project
(Transports, Shipping Activities and related activities, Safety, etc).
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2.5. The provision of the estate of Tori.

The Autonomous Port of Cotonou cant be in a weakness position or in a
difficult situation by granting credibility to HEMOS regarding the
guarantees taken by the authority of the port towards HEMOS. Those
guarantees help the Autonomous Port of Cotonou to break the contract
in case HEMOS might be unable to invest on the site.
Next, we shouldnt forget about the profits to be made by the
Autonomous Port of Cotonou from this partnership which will increase its
income and the one of Benin apart from the social measures that the
Head of State will benefit from.
Finally, it is not fair to let HEMOS implement the access and service
tracks with its own funds and place it under competition on the site of
Tori.
Since HEMOS promised to implement the whole access tracks in
accordance with the master plan, it will be judicious for the
Authority of the port to grant HEMOS the whole estate except the
space devoted to the private needs of the Autonomous Port of
Cotonou.
2.6. Terms of guarantee precaution for the Autonomous Port of Cotonou
and profits for Benin State.
There is no risk for the Autonomous Port of Cotonou in granting HEMOS
the estate since the convention respects the accepted standards at the
Autonomous Port of Cotonou and, if HEMOS doesnt invest within the
time limit agreed on in the contract, the Autonomous Port of Cotonou can
take the estate back.
According to the projected exploitation plan, HEMOS will have to:
- Create more than 500 employments in Benin;
-Increase the GDP of Benin;
- Pay more than FCFA 7,500,000,000 of tax to the Treasury every year
during the total exploitation;
-Increase the consumption capacity of Benin so that it could have a
better position towards the World Bank and the International Monetary
Fund;
-Increase the reinvestment capacity of the profits made in Benin, profits
that make about FCFA 1,000,000,000 net a year;
Allow other investors to have access to the Port of Cotonou for the
creation of domestic added value;
- Etc.
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2.7. Advantages for the Autonomous Port of Cotonou
Apart from the classic advantages, the Autonomous Port of Cotonou will
benefit from the following advantages:
Prizing the site of Tori ;

The increase of the capacity of the port of Cotonou as regards port
traffics ;
The implementation of the whole access and service roads and
railways by HEMOS ;
Reducing the obstruction of Cotonou city ;
The competitiveness of the Port of Cotonou;
The increase of the turnover of the Autonomous Port of Cotonou ;
The induction of the local development;
Etc.
2.8. Background of the case

After the feasibility study conducted by the United States of America for
the implementation of the project related to the dry port of Tori ( a project
that was accepted and supported by the Millennium Challenge Account
deciding to take in charge the feasibility studies, the environmental
studies, etc.) the company HEMOS started relationship with the
Government of Benin in the context of the funding and the
implementation of this project.
On this basis, Benin Government expressed the agreement of the
Autonomous Port of Cotonou and gave the lease contract between the
Autonomous Port of Cotonou and HEMOS in order to allow HEMOS and
its partners to start the formalities to complete in order to have access to
the funds complying with conditions that will be set by the sponsors and
HEMOS.
In this context and regarding the opportunity this offers to Benin in
several fields, the company HEMOS asked for the provision of the site of
Tori to construct a dry port. This was on January 26, 2011.
HEMOS expects to work with all people involved in port and extra-port
activities to make such an investment really profitable since it seems
much prized by Benin and especially the Autonomous Port of Cotonou.
In turn, The Autonomous Port of Cotonou asked HEMOS to produce all
comprehensive studies documents so that it could express its agreement
through a letter. This was on February 22, 2011.
Then, HEMOS company stated in its letter written on June 24, 2011 that
it would not like to start the investment without the agreement of the Port
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Authority and that it could not either make any expenses without an
agreement including the deadline conditions from the Autonomous Port
of Cotonou for all practical purposes. Moreover, it stated that it would
take in charge all costs related to the access tracks.
After several tries, the Autonomous Port of Cotonou agreed on providing
the whole estate and Benin Government supported the project by signing
decree n 2011-793 of December 09, 2011 in favor of HEMOS and its
partners. Basing on these documents, HEMOS started looking for the
funding so as to satisfy the expectations of the Head of State and the
economic operators in conformity with the instructions of the United
States of America through MCA BENIN.
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2.8. Introducing the sponsors

This introduction will be done as soon as HEMOS finds trustful and sure
financial partners for the implementation of the project.
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2.9. Situation of the Dry Port

The site selected and allotted to HEMOS company for the
implementation of a dry port is located at about 40km in the north of
Cotonou. The available surface is around 100 ha.
People can currently go from Allada to this site by the means of a track.
No covered road is available so far to get there. Besides, the railway is at
Allada. Therefore, to implement the access tracks to the site, about 10
km of road has to be implemented with heavy road works to allow the
traffic of trucks. In addition, a railway junction has to be implemented up
to the outfits of the railway company OCBN in Allada. The site is marked
on the localization plans of figures 2.1 and 2.2 below.
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Figure 1 General localization of the site and the access tracks to the Dry Port of Tori.
Figure 2 Separated files.
Figure 2 - Localization of the site of the Dry Port of Tori.
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2.10. Vocation of the future dry port

The trading of goods of the port of Cotonou has increased seriously for
the last five years moving from 3.5 Million tons in 2002 to about 6 Million
tons in 2010.
The increase of the trading for the last ten (10) years led to a crucial
obstruction of the port of Cotonou in 2010. One of the main difficulties is
that the port lacks space to enlarge the stocking zones in general and
the container zone in particular. So, one of the solutions found to reduce
the obstruction of the port is the implementation of a dry port in Tori. This
dry port has to be used as buffer between the port and the final
destination of the goods. It will especially be devoted to the unloading of
the containers
Dry ports are conceived as specialized ports close to the customers
presenting multimodal terminals with fittings for the reception and the
distribution by lorry/ train of the goods. The activities in a dry port is the
same as the ones in a seaport, except activities related to ships
(pilotage, towage, handling of ships dock)
The main activity of a dry port is the transshipping of goods by different
means of transport (for instance by train and lorry). Moreover, a dry port
can offer many other activities:
The temporary stocking as main activity and empty containers
stocking as additional activity. This function is very important for the
transport system for, Benin receives more containers than it ships. Then,
the dry port can stock the empty containers that are going to be filled
with goods. For example, Niger imports full containers. But it almost
never exports containers through the port of Cotonou and in such a
situation, the empty containers are sent from Niamey to Cotonou. On the
other hand, the north of Benin imports few containers but exports
containers with cotton. In such a situation, the empty containers have to
be transported from Cotonou to Tori to be filled with cotton.
Containers upkeep (cleaning or washing) as well as repairing
damaged containers.
Completion of Customs procedures and other formalities, which
reduces the stay of the goods in the seaport considerably.
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Dry ports have inherent advantages compared to port terminals that

provide the same services. Some of the advantages of a dry port are as
follows:
For the Port of Cotonou:
o Reduction of the obstruction of the port of Cotonou,
o Reduction of the passage time-limit of goods and consequently the
improvement of the quality of the service at the port of Cotonou as well
as the improvement of its position compared to the other ports.
For the town of Allada not far from the site of Tori :
o confirmation of the importance of Allada as the central junction in the
transport corridor between Cotonou and the hinterland,
o direct and indirect employment creation by stimulating logistic activities
linked to the development of the dry port such as the packaging, the
stocking, the control of the quality of the goods, and so on.
o stimulation of the transport sector in Allada,
o better organization of the traffic of trucks in Allada.
For the users of the Port of Cotonou:
o possibility to start moving the goods without waiting for the completion
of the whole formalities and procedures,
o minimum door to door freight rate through the use of optimal transport,
o greater satisfaction of customers in the dry ports than in the seaports,
o reduction of the transit duration and road risks,
For the non-professionals and handling companies :
o better management of the fleet and container renting,
o reduction of the transit duration and road risks.
2.11. Objectives related to the dry port of Tori.
The site of the dry port of Tori could be used for the warehousing
operations of the containers planned to be moved to the north of Benin
and the loading and unloading of the containers that are for Benin. This
represents 80 % x 30 % ~ 25 % of the total trading (80 % of the
containers to be loaded/ unloaded, 70 % are delivered directly to the
Nigerian customers without being opened).
It might also be used for bulk intermediate stocking into containers:
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- cotton and cashew representing 35,000 TEUS in 2007,

- uranate of Niger (Arva) 80 TEUS a year
- sulfur to Niger.
- hydrocarbon warehousing
HEMOS is planning spaces for warehousing empty containers as well as
up keeping the containers (fixing, cleaning or washing the containers)
Tori will be a bonded space equipped with frontal handling materials
"reach-stackers" type for the containers as well as bucket loaders and
grasshoppers for bulk.
The site of Tori should also be used to reduce the obstruction created by
the movements of the staff noticed currently in the port of Cotonou where
about 500 people get into the port and get out per day. This reduction
should facilitate the respect of the recommendations of the ISPS code.
As the site of Tori is relatively far from all urban areas, we would like to
use it for handling and warehousing dangerous materials: explosives for
quarries < 20 TEUs a year, the stocking before the consignment of
uranate radioactive materials 80 TEUs a year, the arrivals of sensitive
materials and military materials 4 to 5 TEUs a year.
It will be possible to containerize cotton in Tori owing to our investments.
In the current situation, we have to transport empty containers from the
Port of Cotonou to Allada to fill them up with cotton.
As soon as the project begins, this activity will be usefully moved to Tori,
which will reduce the transports of empty containers from Cotonou to
Tori considerably.
2.12.
used
Preparation of how the grounds of the dry port of Tori will be
2.12.1. Introduction
A preparation for a plan for the use of the grounds in the port zones cant
be neglected. As a matter of fact, it starts as soon as it is projected to
develop a port and ends up only when the port stops its activities. It is
then a continuous process and neglecting its importance will lead to
serious drawbacks for the port although they might be hidden by other
problems.
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The port land is a limited resource and can be even more, depending on
the way it is organized or managed.
2.12.2. Objectives
The objective of this study is to set for the dry port of Tori:
the principles involved ;
the main activities and the related ones;
the allocation of lands required for the different activities, which will
define the development plan;
the master principles related to the subsequent reorganization.
2.12.3. Stakes
A dry port or "in land port" is a port that constitutes a relay for the
seaport taking into account its geographical position inside the country.
The dry port of Tori, located at about fifty (50) km away from the seaport
of Cotonou, presents some geographical, economic, infrastructural and
political profits.
At the geographical level, the location of the site of Tori (between Ouidah
and Allada) makes it a hub for traffics bound for Illacondji border, from
within the country and the borders of the hinterland countries.
However, it has a limited surface that is around one hundred and one
(101) hectares.
At the economic level, it is an instrument for the employment promotion.
As an immediate relay for the port of Cotonou which represents the
economic powerhouse of Benin, it will produce, in addition to the main
activities, other related activities whose taxation will be a source of
income for Benin economy mainly based on taxes.
At the infrastructural level, a lot of challenges will be met because the
site is landlocked. The required infrastructures will have to be
implemented according to a development plan based on the land use
plan.
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The bimodal transport chain (sea-land) that will be implemented as soon

as the use of the site starts will produce more truck movement that has
to be handled to avoid any kind of obstruction of Cotonou city. Railway
transport might then be prioritized. But this will require repairing the
existing railways as well inside the seaport of Cotonou as on the access
track to the site of Tori just because most of them are damaged..
There must be a political will supporting the project. Then, great works
should get started to open up the site and boost its operationalization
through objective decisions making.
2.12.4. The zoning plan suggested by HEMOS and the activities
The activities are gathered in zones that must be well marked on the site
by an organization plan and made remarkable on the site by signs.
A 400m x 100 zone will be used for trains handling: loading and
unloading containers or bulk.
A railway junction will help gather the trains before the sending and the
return of the traction machine. This junction will be implemented along
the length of the field so that two trains could arrive at the same time.
Then we could have:
Zone 1 representing the goods warehousing zone
Liquid goods in tank
Dry goods :
Covered in the sheds ;
In the open air (hopper or storage in the open air)
Containerized goods.
Zone 2 representing the commercial zone

Bonded warehouses ;
Agency ;
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Insurance
Offices for customs, health departments, the operators of the dry port
and the users ;
Containers loading and unloading.
Zone 3 representing the port services zone

Services to the operator of the dry port (maintenance and parking
machines) ;
Service to the users of the dry port (transport or any other service).
Zone 4 representing communication zone

Communications
Railway/road/pipe/transporters
Marshalling yard for road and railway vehicles
Parking for four-wheel and two-wheel vehicles as well as trucks.
Zone 5 representing the industrial or hydrocarbon and dangerous

goods zone
In view of the fact that Benin is less industrialized and also in view of the
wide space required for the industrial activity, warehouses for
hydrocarbon could exist in zone 5. But only road or railway could be the
access track to the warehouses for, the pipeline system will be costly
because of the remoteness of the site from the seaport of Cotonou.
Finally, it is recommended that zone 5 should be reserved for dangerous
goods.
2.12.5. Space needed
The need in space varies from an activity to the other and there is no
universal principle for them. The approach here is to determine
approximately the space required for the activities taking into account
some factors.
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2.12.5.1. Space devoted to warehousing also named zone 1.
It varies depending on the fact that it receives bulk or containers. It is

true that it is possible to build stores, hangars and hoppers upwards to
store the bulk upwards and reduce the space but unfortunately, that is
not the case for the storage of containers. Here, the storage upwards is
limited by the resistance of the finished basement.
Then for the storage of the bulk, 8% of the site is required. And a land
reserve can be created there by building upwards.
As far as the space for the storage of containers is concerned, it
depends on a certain number of factors including the ratio of containers
storage or stacking as well as the volume of the containers traffic.
All roads in this dry port will be one-way. The main accesses will be
double lanes and the secondary tracks for distribution will be linked to
roundabouts facilitating the turning of heavy weight vehicles without
having to make U-turns.
Finally, about half of the available field will be stabilized and set aside for
future development.
Basing on the hypothesis that it is possible to superpose four full
containers on the terminal, the space requirements without including the
tracks for the traffic of machines (crane, lorry) inside the terminal are
summarized in the table below.
Table related to the space requirements for containers storage
YEARS
1
2
3
4
5
6
7
8
PROJECTED CONTAINERS
TRAFFIC (IN TEUs)
400,304
446,075
495,850
546,259
594,557
643,030
690,198
723,056
DAILY TRAFFIC IN
TONS
38429.184
42823.2
47601.6
52440.864
57077.472
61730.88
66259.008
69413.376
SPACE
REQUIREMENT
IN HECTARES
14.410944
16.0587
17.8506
19.665324
21.404052
23.14908
24.847128
26.030016
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2.12.5.2. Commercial space also named zone 2 and space for port services
also named zone 3
The commercial activities and the services for the users of the port are
related. As a matter of fact, the one aims at drawing the traffic towards
the port and the other aims at improving the branding of the port. The
surfaces required for the commercial activities are smaller than the
previous ones, thats why buildings are constructed and in these
buildings, one can find:
the commercial management department of the port ;
the shipping agencies ;
offices for customs, health departments, the operators of the dry port
and the users ;
the insurances.
However, the loading/unloading surface requires a large space varying
according to the number of containers to deal with. The minimum
surfaces required without including the tracks for the traffic of machines
are summarized in the table below.
Table related to the surfaces required for loading/unloading

YEARS
1
2
3
4
5
6
7
8
PROJECTED CONTAINERS
TRAFFIC (IN TEUs)
400,304
446,075
495,850
546,259
594,557
643,030
690,198
723,056
DAILY TRAFFIC
IN TEU
1601.216
1784.3
1983.4
2185.036
2378.228
2572.12
2760.792
2892.224
SPACE
REQUIRED IN
HECTARES
7.6858368
8.56464
9.52032
10.4881728
11.4154944
12.346176
13.2518016
13.8826752
The bonded stores built at the periphery of warehousing surface must

occupy areas comprised between 5,000 and 6,000 m each at the
ground.
The outfits required for port services occupy less space and include the
following infrastructures:
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civil engineering outfits and workshop for the upkeep of the railways
and the roads ;
mechanics and electricity maintenance workshops for the upkeep of
transfer vehicles and the upkeep of cranes etc.
2.12.5.3. Communication space also named zone 4
It is worth determining and analyzing the important part that will be

occupied by the fields required for the communication activities. If we
consider the area occupied by the communication networks linking the
accesses to the site of the dry port, the fields allocated to the
communication network may represent 15% of the whole exploitation
zone without including the traffic corridors inside the storage and
loading/unloading.
It is important to mention again that the communication networks include
the roads, the railways, and the pipes for the different liquids or the
conveyor belts if possible. The surface occupied by these networks must
be completed by a belt reserved for different services where the pipes for
water, drainage, electricity and telephone could be put underground
without affecting the surface devoted to the storage and the
loading/unloading.
For your information, the minimal width of the roads inside the dry port
must be 3.75 m per road plus the aisles for the urgent parking of the
vehicles. The railway needs a 3.25 m-wide belt including the spacing
between the adjacent tracks so that on a particular junction of railways,
about 380 wagons per hectare could be parked. But the number of
wagons to be conveyed to the site must consider the state of the
railways available inside the seaport of Cotonou and on the track from
the latter to the dry port of Tori.
As for the space required for parking trucks, it is important to provide a
space for loaded trucks waiting for the completion of customs formalities
and also for empty ones.
If the space required by a truck including its maneuvering space is about
100 m, then the space required for the parking of five hundred (500)
trucks is 50,000 m that is 5 hectares.
Providing a parking for 500 trucks: This is done basing on the traffics
of lorries attending the seaport of Cotonou. As a matter of fact, the
average of trucks attending the seaport of Cotonou the last three years is
237,600 trucks meaning about 220 trucks a day.
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It is important to mention the parking of private vehicles for which a 40

m space per vehicle is provided. This includes their maneuvering space.
2.12.5.4. Industrial space also named zone 5
It is difficult to estimate the land requirements of an industrial zone

because of the great variations between the ports and the economies.
No matter what it might be, it is better to have too much space than not
to have enough for, the industrial activities have to be separated from the
other port activities.
For this reason, we assumed that this zone was used for hydrocarbon
storage. But we realize that the storage implies pipes where the
conveyor belts are less expensive in a seaport than in a dry port.
In this context, we suggested zone 5 should be devoted to dangerous
goods which a 2 to 6 % space of the site is enough to contain.
On the southern part of the field of Tori and out of the bonded zone, a
store for hydrocarbon is planned and its main goal will be to free the
surfaces currently occupied by this stocking in the port of Cotonou.
One of the advantages deriving from the transfer of the hydrocarbons to
Tori will be taking these dangerous products away from the city to drop
them into a zone with no dwelling places in its surroundings.
Three different blocs were planned to be in this stocking zone:
- The fuel for the population: diesel oil and petrol that could be distributed
continuously to the petrol stations by tankers.
- The aviation fuels: Jet A1 and petrol AVGAS 100LL. The jet A1 could
be sent to the future airport by the means of a pipeline. The present
airport will keep being supplied by tankers. As the consumption of the
petrol AVGAS is relatively low because of its use by light aviation only, it
could be transported by a truck to the aerodrome and stored on site in a
20,000 L tank.
- As for the gas, it will be stored in a 4,000 m3 round tank. A bottle filling
center is planned for the distribution to the population.
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For the functioning of this hydrocarbon stocking center, there will be a

building where one could find the general and technical departments,
changing rooms and canteens for the workers.
There will be a guardhouse to allow the access to the store and control
the exit from it.
The access track to the store is a large road that will be along the
external part of the fence surrounding the bonded zone.
For the fire security of the store, there will be a deep well that will supply
a buffer with 8,500 m3 of water. Moreover, it will take the fire service men
posted in the service zone of the bonded zone just a few minutes to get
to the store in case of disaster.
2.12.5.5. Conclusion
The space requirements for the activities of a port depend on the

evolution of its traffics. Then, for the first year, the space required for the
traffics of the dry port of Tori alone is 37 hectares added to the 10% of
site (10 hectares) for the communication networks, the 7% (7 hectares)
of site for bulk storage and the 3% of site for the storage of goods.
To these spaces, it is important to mention others that are less
varying such as the spaces reserved for the belt devoted to the
canalization of buried systems of water and electricity, the corridor
devoted to the traffic in the area of commercial exploitation, the
bonded warehouses, the buildings where the exploitation staff
works, the maintenance agencies and workshops. All these
represent about 35 hectares.
At the end, the total space of the site will not be enough to support
the projected increase of the traffics and the port activities
considered.
2.13. Functioning of the dry Port of Tori
Coming to the site will be by a roundabout offering two options:
the access to the bonded port,
the access to a parking area for trucks waiting.
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The access to the bonded zone will be through a guardhouse that can
control the in and out movements of all vehicles.
There will be a service zone that will help the users find a building for the
customs services and a police station at the entrance of the zone.
There will be a building with changing rooms, a canteen, toilets and an
infirmary for the people working in this zone.
The people operating in that zone will find a lot of buildings for their use
in the service zone. We have especially planned a 600 m2 office-building
with two floors on the ground for all transit services. A 2,000 m2 building
will also be there for a workshop devoted to the maintenance of the
handling material, a spare parts store, offices devoted to the mechanics
and the materials taking care.
A parking in the bonded zone will help the vehicles allowed to enter to
park without interfering with the handling zone.
The fire security will be ensured by fire service men. A 2,000 m2 building
is devoted to them with a zone including offices, toilets, changing rooms,
infirmary and a zone including a workshop, a store for the intervention
materials.
The electrical power for all these services and handling areas will be
provided primarily by a HV / LV connected to Akosombo HV line. In case
of failure of electricity supply by SBEE, 3 generators of 850 KVA each
will run the site. Drinking water will be drawn from deep wells on site.
Drinking water will be drawn from a deep drilling on site. The fire service
network will also be supplied by this drilling. A 7,000 m3 tank will help
supply the fire pumps depending on the seriousness in case of fire
disaster.
Finally, a treatment plant will treat wastewater from this set. The handling
zone will comprise 5 sub-zones.
2.14. Success factors for the dry port of Tori
The construction of this dry port in Tori serves to reduce the obstruction
of the port of Cotonou and facilitate the transfer to the hinterland
countries, Burkina Faso, Mali and Niger.
The successful development of the dry port of Tori is due to a secure
container transport mode. On this, will depend the fulfillment of some
conditions that represent the success factors:
1. The availability of a railway transport system is a key element for the
development of the dry port of Tori and remains the only one that can
guarantee the security of the transported containers. It will be necessary
to implement a railway branch- line 7 to 10 km long that will link the train
station of Allada to the site of Tori.
2. A commercial attitude of the management of the dry port that has to
admit that the combination dry port of Tori-railway can compete
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effectively with road transport between Cotonou and Tori..

3. The dry port must be connected with the hinterland by good roads. In
the dry port of Tori, a special attention must be paid to the access roads
around the town of Allada to ensure smooth transport of goods to the dry
port. A road, parallel to the railway branch-line described above must be
built so as to connect the site of Tori to RNIE 2. Road transport makes it
difficult to guarantee the security of the containers.
4. The continuous dynamic support of the town of Allada to the dry port
that will lead to a favorable environment for the development of the dry
port and related activities.
5. The Autonomous Port of Cotonou and HEMOS SARL as well as the
other actors able to stimulate the use of the dry port of Tori through a
system of favorable tariffs for containers passing through the dry port of
Tori.
6. Customs cooperation is essential to the success of the dry port.
Customs procedures to be performed in the port of Cotonou have to be
kept to a minimum prior to the transport of containers to the dry port.
7. The completion of the improvement of customs procedures remaining,
as it is for the other public or private dry port projects, is desirable. The
goal is to limit the procedures in the port itself for full containers and the
possibility of boxes transfer bond between the quay and the future dry
port by replacing the requirement to escort by the generalization of
localization chips currently being tested.
8. The implementation of transport materials, for the truck option, by
armaments or in the context of a consortium with independent
transporters to ensure a regular good quality and reliable road shuttle
with a reference tariff as it is the case for the railway.
With the fulfillment of this success factors that we projected, the dry port
of Tori will be well-positioned to become the distribution center in the
transport corridor linking the port of Cotonou, Togo, Nigeria and the north
hinterland countries.
2.14. Activity potential for the port of Tori
The vocation of the port of Tori is an element of the general policy for the
development of dry ports in Benin with the objective of reducing the
obstruction of the port of Cotonou, to supply the region at the southern
center of the country and find itself a place on the corridor of Benin like
Parakou in the north with which it will share a part of the potential.
2.14.1. Benin containerized traffic for Tori > Imports
Tori is 40 km from Cotonou and seems to be the entrance/exit door of

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the center and southern center departments such as Collines, Zou,

Plateau and Couffo where 30 % of the population of the country can be
found, a potential comparable to the one of the north of the country and
Parakou.
The Haskoning study of 2006 for this last dry port selected a regional
indicator for economical disparity between the coastal region (4
departments with more than 40 % of the population) and the other
regions.
This is the Human Poverty Index:
Designation
HPI
% of Benin population
(Littoral of Cotonou)
(21)
(12 %)
(three southern departments)
(48)
(28 %)
1) Littoral
39
40 %
2) Center and southern Center
49
30 %
3) North
62
30 %
Average of Benin
48
100 %
In terms of purchasing power, the northern departments remain the

poorest with a poverty index over three times higher than in Cotonou and
a medium reduction in GDP per capita leading to import volumes for the
north limited to only 10% to 15% of the total imports of the country. On
the same references, the center and southern center region for which
Tori seems to be the entry/exit dry port appears to represent a greater
potential of 12 to 19% of containerized imports of the country.
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However, unlike the northern departments of the country, the closeness

of the economic capital of the country (12 % of the population but over
half of the GDP) will not promote the logistic function of final distribution
of these imports since the discharge of the containers should mainly take
place in the warehouses of importers/ distributors in Cotonou
(wholesale).
In total, the potential of discharging the import containers in Tori would
be limited from 4 % to 7 % of the countrys containerized imports, a
proportion expected to decline in the long term with the decline of the
high number of the population compared to the one of the capital.
On the basis of the predictions made above for the containerized imports
of Benin, the potential for Tori would then be as follows (in full TEU/year):
Designation
2014
2019
2024
Container traffics
62,000
107,000
143,000 187,000
Percentages in Tori x 7 %
x 6,5 %
x6%
x5%
Container traffics
6,955
8,580
9,350
4,340
2029
2.14.2. Benin container traffic for Tori > Exports
The containerized exports of Benin are currently limited to 250,000 t,

mainly agricultural products (cotton for less than150, 000 t and cashew
nuts and shea butter for 100,000 t/year).
As far as cotton production is concerned, it is concentrated at over 85 %
in the four departments of the north and the center and southern center
region represents only 10 % of its cotton exports.
On the other side, the production of shea nut (which represents the main
part of exports not related to cotton) is concentrated between Zou river
region and Malanville leading to a more significant part (about 30 % of
the central region).
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In total, the share from the region in the influence zone of Tori seems to
be limited to 18 20 % of the exports of the country that is a potential for
full containers growing from 7,000 TEUs in 2012 to 9,000 in the very long
term. But only a maximum of 40 to 50% will be kept in mind regarding
storage/trading structures already in place.
Summary of the loading/unloading potential of Benin traffic for Tori (in full
TEUs, rounded figures):
Designation
2014
2019
2024
2029
Agricultural Imports 4,340
6,955
8,580
9,350
Exports
2,700
3,200
3,750
4,400
Total
7,040
10,155
12,330
13,750
In total, it appears that this potential will maximize the I/E volumes and
limit the remaining Benincontainers returning empty from Tori.
2.14.3. Container traffic of the hinterland countries
This traffic concerns only imports with few exports with a volume of
containers moving through the port of Cotonou expected to increase as
follows (refer to container traffics previsions for the Autonomous Port of
Cotonou according to the geographical areas:
Designation
2014
2019
2024
2029
Niger, Burkina Faso, Mali
53
77
103
140
Nigeria, northern provinces
28
30
33
47
Total (x 000 full TEU)
81
107
136
187
It has been estimated that 40 % of transit traffic got to Nigeria through

the northern corridor in 2004. That has fallen to less than 20 % in 2007
with the development of transit to the west and the previsions relate to
the medium hypothesis.
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The potential for dry ports located on the northern corridor of Benin
(Parakou, Tori) will depend on the policy of armaments and especially
the one of freight forwarders for unloading their containers. The
generalization of this unloading out of the port will be due to the ISPS
arrangements whose full effect is expected before 2012. The share of full
containers (LCL) for these destinations will be limited to 20 to 30 % of the
volumes, and a significant part of these operations (up to 50 % at last)
will be conducted on the private dry ports belonging to operators close to
the port.
So, only one final potential has to be kept in mind, that is 10 to 15 % of
the total of imports, a potential to be shared between Parakou and Tori in
a proportion of 60/40 in short term and 80/20 in long term in favor of
Parakou if the railway allows the development of the dry port as main
logistic zone of the north of the country.
In total, the potential of container unloading in Tori for the transit traffic in
the corridor of Benin will evolve as follows (in TEUs rounded):
Designation
2013
2019
2024
2029
Container traffics
(TEU)
3,400 4,500
5,200
6,500
Summary of the potential of loading/unloading for the port of Tori

The global potential will probably increase from 10,440 TEUs in 2013 to
14, 655 in 2019, 17,530 in 2024 and 20,250 in long term (2029).
Number of empty containers at the park of the dry port of Tori.
When importing, the containers can stay on average 3 to 4 weeks (24
days) after their unloading. The proportion of the repositioned containers
for the loading of exports has to be deduced (7 days instead of 24 days)
and then the stay as export would be 7 days. (a total of 14 days against
24 days).
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In total, the balanced average should be less than 20 days, which is an

instantaneous balanced average number out of the loading/unloading
and storage outfits growing from 500 TEUs in 2013 to 1,000 TEUs in
long term (2029).
To the primary container flows and stocks, will be added the empty
containers for restitution from the hinterland countries along Benin
northern corridor. A 5 to 10% estimate of these containers (staying on
the park of Tori for 20 days in average) leads to the following additional
volume :
Designation
TEU/year (rounded figures)
Number of instantaneous TEU
2013
2019
2024
2029
4,500
6,800
10,000
14,000
300
430
600
800
250
300
400
600
Number of places TEU

In
(1 to 3 heights stacking)
these logistic functions, the additional functions especially monitoring,
cleaning and repairing the containers should cover 3 to 30 % of the
volume of the whole empty containers (I/E balance and empty containers
for restitution on the park in Tori).
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2.14.4. Handlings > Containers
The container traffic of Tori is estimated like this:
2013
NB OF FULL TEUs
NB OF EMPTY TEUs IN TRANSIT
NB OF FULL MOVEMENTS *
NB OF EMPTY MOVEMENTS*
2019
2024
2029
10,440
14,655
17,530 20,250
4,500
6,800
10,000 14,000
25,630
34,830
41,730 49,290
5,750
9,530
14,790 21,360
* Basing on 1 unloading and 1 loading per container, 15% of unwanted

movements on the park, 40% of 40' containers, 2 additional movements
for full containers loading/unloading.
The number of movement of full containers should not exceed 55,000 a
year in the long term. A 3,600 H per year functioning time of
reachstacker handling an average of 15 containers an hour taking into
account the importance of the distance it might have to go (between
200m and 500m depending on the position of the wagons in relationship
with the locations on the park) would achieve 57,500 movements a year.
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Normally, only one reachstacker would be enough. The need for

redundancy to avoid failures or maintenance time or meeting a
temporary peak of activity (wagon loading, truck unloading as well as
urgent and simultaneous packing for example) implies the presence of
two 40 T reachstackers on the park to handle full containers.
The number of empty containers movements should not exceed 23,500
per year in the long term. The handling by less dear front-lift in terms of
investment and less sophisticated thus less costly regarding
maintenance is preferable. The same ratios are nevertheless applicable
and therefore show that only one front-lift would be quite enough. For the
same reasons (redundancy for failure, maintenance or peak) two frontlifts are planned for handling empty containers.
These two front-lifts could be used for the packaging of various goods to
load or unload. However, some small forklifts should complement for
handling small load units during loading and unloading
Bulk goods
The traffic of bulk of Tori will consist of sulfur and clinker stored outside
on a 120,000 m2 median strip and some agricultural foods stored under a
6,000 m2 hangar also housing a bagging and palletizing station.
The tons concerned will reach Tori by means of trucks and will be
hampered in the grasshoppers receptacles to be placed on the heap.
The recovery will be done by bucket loaders either directly in a hamper
of the truck or through the medium of a grasshopper supplying a
combined truck-wagon.
To implement this dry bulk traffic, a set of three bucket loaders, four
grasshoppers and a hopper is the minimum required as well on the park
as under a hangar, when importing and when exporting (Tonnage is not
the main element for measuring the quantity of the tools because of the
wideness of the park and the different functionalities to complete).
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3. THE ECONOMIC EVALUATION OF THE PROJECT OF TORI

The dry port of Tori located 40 km from Cotonou (and 10 km from Allada)
is to serve as land zone port to reduce the obstruction of the existing port
for the service of the zone in the center and southern center region of the
country. Parakou is the future logistic zone for the north and the
hinterland countries (Niger and northern Nigeria).
Initially conceived as a logistical base for the containers of this area of
Benin only, the activities of Tori were finally planned to be extended to
bulk as an alternative to the construction of a new terminal for bulk in the
existing port (refer to figure 8.4 report 2) and even to receive a depot of
petroleum products inside. This depot will be connected to the seaport by
a pipeline.
The development of a first stage of the dry port is planned to be on a
field with a 50 ha global area (out of a total of 100 ha for the whole site)
distributed broadly like this: (refer to the zoning plan of the project):
Zone 1 representing the goods storage zone:
(Including a store, clean traffic areas
and train handling zone)
Zone 2 representing the commercial zone :
25.7 hectares
Zone 3 representing the port services zone :
05.1 hectares
Zone 4 representing the communication zone :
15.2 hectares
Zone 5 representing the industrial or

hydrocarbon or dangerous goods zone:
Zone for future development :
07.2 hectares
20.2 hectares
Total:
101 hectares
27.6 hectares
The part to develop later on is actually a land reserve for the extension of
the dry port in the long term.
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3.1. Cost of the project of Tori affectable to container activity

The overall cost for the development of the dry port of Tori makes F CFA
70 billion.
This cost is broken down as follows:
Construction of service tracks (roads and railways) = F CFA 17.2
billion
Construction of embankment and zoning = F CFA 28.1 billion
Machines (cranes, trucks equipped with GPRS, materials and tools) =
F CFA 4.7 billion
Constructions of social accommodations and equipping them = F CFA
8 billion
Construction of infrastructures that will serve as secondary ones for
the project = F CFA 12 billion (Schools, health centers, libraries, etc.)
The construction of the buildings at the first step, apart from the
loading/unloading warehouses for containers will be limited to a
multipurpose building for offices/ workshops that will be at the disposal of
the private users or public interveners (customs officers, police, ...) as
well as general technical rooms (guardhouse, ...).
The external works are to be distributed according to the different areas
in addition to the cost of medians directly allocated to each activity group
on the basis of an apportionment formula reflecting the global zoning
which is about 45/35/20 among the containers/the bulk/ the oil depots.
This distribution leads to the following tax free amount in F CFA.
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3.2 Economic evaluation of the container zone of the dry port of Tori for
HEMOS
The economic approach of the container activity of the dry port of Tori is
inseparable from the future management style of this port site.
The management style planned: Private dry port
This solution was compared to the preliminary study for the future port of
Parakou (refer to Haskoning 2006 report - part 4). This comparison
remains applicable to Tori (see the attached copy of the corresponding
part of the report).
This recommendation can be confirmed for Tori especially the
combination of the activities (containers, bulk, petroleum products), the
significant additional cost of the first stage (an additional cost becoming
prohibitive if the road and railway branch-lines of the site are added.) All
these make it difficult to have the Autonomous Port of Cotonou to be the
full owner of the dry port.
Referring to the evident activity development expected between 2014
and 2029 (25% to 100% progressive completion of the first step), the
increase of the container income in Tori for HEMOS will be as follows (in
billions of CFA francs, rounded figures)
Table 2 Designation
Container Park
2014
2019
2024
2029
19
32
44
64
Stores
TOTAL
21
36
49
70
That represents an average gross revenue with tax included of about F

CFA 44 billion /year over 15 years for a global investment estimated at F
CFA 50 billion not including the road and railway branch-lines of the site.
In total, the container activity of Tori will help cover the financial cost of
the investments but at a maximum 7% interest rate a year or less in the
long term.
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3.3 Economic evaluation of the impact of the project on the capacity of

the port and the ships
The additional economic benefits produced by the project will be used to
increase the stocking capacity of the containers for the whole port and
reduce the potential obstruction of the port by the marginal increase of
productivity of the port operations in the medium and the long term.
However, considering the fact that the site of Tori will handle on average
just 4 to 7% of the total traffic expected on the terminals of the
Autonomous Port of Cotonou, the corresponding benefits of the global
capacity will remain low (less than 3% of the stay durations of the ship in
the medium and the long term) and difficult to quantify. They will then be
considered as marginal.
3.4
Economic evaluation of the impact of the containerizing project
of the dry port of Tori on the goods.
This evaluation of the impact of the project on the cost of the passage of
the containers depends on whether the railway is completed or not.
In the basic road solution and in the case of transfer by the existing dry
ports, the transport chain will not be modified as regards the global road
distance between the ship and the final land destination of the container
that will be almost the same is.
On the one hand, the distribution of routing between the different types of
vehicles (heavy ones for FCL containers at 95% and light ones between
the loading/unloading area and the original final destination in the
southern center region of the country) will not be the same. On the other
hand, the passage through a dry port requires the elimination of extra
charge and an extra handling that is about 35 000 F CFA for the
loading/unloading of a 40' (this corresponds to the current cost to the
private dry ports close to the port when it is a 40').
Yet, this additional cost is not compensated by the elimination of the wait
of trucks in the road transport solution as in the railway transport one.
Solution for moving from Cotonou to Tori
Indeed, on the basis of a daily cost for the immobilization (refer to report
1) of a truck that is about F CFA 85,000 a day, this additional cost is
compensated as soon as the average wait of the truck exceeds 5 to 6
hours (except at night)
Its then only in the railway transfer solution that the extra cost linked to
the obligation of loading/unloading off-port becomes more attractive
again for the goods. Regarding the transfer costs, the cost to Tori also
remains lower than the one of the road transport (F CFA 68,000 for
OCBN marking as regards a 40' plus the loading/unloading operations).
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3.5
Costs and profits of the transport of the containers by train and
by truck
There are two means for transporting the containers from the port of
Cotonou and the dry port of Tori: the railway transport (OCBN) and the
truck transport. Each of these means of transport presents particular
advantages and drawbacks. Our analysis will be based on two
complementary but different aspects of container transport between
these two geographical points:
The economic analysis that focuses on the costs and profits of each of
the transport modes considering the elements such as the construction
costs and the impact on the environment.
The commercial analysis of the cost of TEU transport of containers.
3.5.1. Economic analysis of railway and road transport
This section assesses the costs and profits of the two options so as to
identify the more cost effective option. The costs include the repair or the
construction of a railway and a road between the existing road and the
site proposed for the dry port of Tori as well as the impacts on the
environment. The benefits are: the flexibility and the reliability of the two
modes of transport, the reduction of the obstruction of the port of
Cotonou and the incomes of the transporters.
Costs
3.5.1.1. Initial investments required
The two options proposed require some initial investments. Table 3
contains the cost estimates for the investments.
Table 3 Costs of the required investments, railways and roads,
millions of US dollars
Railway
Costs
Costs of the reorganization required on the main road for the new $ 0.5 M
branch-line Tori
Costs of the construction of the platform for the railway branchline
Costs of the construction of the track of the railway branch-line
$ 5.7 M
Costs of the construction of railways including a platform in the

terminal of Tori
Costs of the appliances of the railways in the terminal of Tori
$ 2.0 M
TOTAL
$ 13.0 M
$ 4.1 M
$ 0.7 M
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Trucks
Cost of the road service between the existing road and the site of Tori
$ 6.2 M
Note: Estimation based on the exchange rate of FCFA 425 for USD 1
The required investments for the railway transport of containers between
the port of Cotonou and Tori are estimated at USD 19.2 M including the
construction of the railway branch-line, the construction of the platform
for the branch-line and the railways including a platform in the terminal of
Tori.
The investments required to enable the truck transport are estimated at
USD 6.2 M. This amount will be devoted to the construction of a road
service between the existing road and the site for the dry port.
Environmental impacts
First, lets note that the environmental impacts can be separated into the
impact on the human environment and the impact on natural
environments. Regarding the natural environments, the most important
impacts are those produced by the construction of new roads and
railways. To this respect, we notice that the two options are going to
have impacts on the natural environment since new access tracks have
to be built (roads and railways).
The impacts on the human environment are very important since two
transport modes projected are inextricably linked to the local populations
especially in Cotonou and its surroundings. This is particularly true for
the first 15 to 20 kilometers from the port of Cotonou : this is a region
where the population density is the highest of the country. Any container
transport in this region will have important consequences on the local
population.
The environmental impacts for each of the two modes of transport can
be summarized into two main groups:
3.5.1.2. Noise and vibration
It has been shown that people are bored when the ambient noise
exceeds continuously the threshold that is 55 to 60 decibels (dB).
Sustained levels beyond 70 dB can cause an increase in the blood
pressure. Yet, a regular traffic of heavy trucks can generate between 72
and 82 dB at a 15 meters distance from the road. Since the noise
doubles for each increase of 10dB, it is easy to see the negative impacts
on the population near the roads. Train is also a source of noise and
peculiarly a source of vibrations that can be seen as harmful for those
living close to the railway.
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Air pollution including soot, dust and ozone.

Air pollution is generated by the use of fossil fuels such as diesel. The
pollutants that are generated are numerous and include nitric oxide and
nitrogen dioxide, carbon dioxide that is a greenhouse gas (CO2), ozone
and particles of 10|jg and less (PM-10).The health consequences of a
prolonged exposure to high concentrations of these pollutants in the air
are important.
Nitric oxide and carbon dioxide and dust particles and soot (PM-10) are
particularly harmful to the health of those living near the roads. The
health consequences are numerous and take various forms: mortality,
various illnesses, hospitalizations, visits to doctor etc. The economic cost
of these various effects is evaluated according to the following axes:
value of life loss, reduction of the quality of life, costs imposed to the
healthcare system and loss of productivity of workers. The more
important and constant pollution is, the more important the economic
costs are. Thus, the premature mortality associated with high number of
particles in air is estimated to increase by 1 % for each increase of 10 |jg
/ M3 PM-10.
However, trucks generate more pollution for the same tonnage of goods
transported. For instance, it is estimated that the transport of 100,000
tons of goods by railway produces 101.2 tons of carbon dioxide, which is
much lower than the amount produced by truck transport (273.8 tons of
CO2). In addition, truck transport will generate more airborne particles,
nitrogen monoxide and nitrogen dioxide than the railway transport. For
instance, basing on US data, we estimate that transporting all containers
from the port of Cotonou to Tori will produce an equivalent of 257.
DSS Management Consultants Inc., Illness Costs of Air Pollution, Phase
IIi Estimating Health and Economic Damages, submitted to the Ontario
Medical Association, 2000.
|jg / M3 of PM-10 along the road (200 meters wide), if the transport were
done by truck and 32 | g / M3 if it were done by railway. Therefore,
trucking generates air pollution (measured in PM-10 particles) eight
times that of a train. The standards recommended by the WHO 2 are 20
ug/m3 (annual average) and 50 ug/m3 (24-hour average).
For 2011, the cost of environmental impacts is estimated at USD 1.99 M
a year for the use of trucks and USD 0.25 M for transport by train. This
estimate represents the additional economic cost in terms of human
health which would be required each year by the exclusive use of trucks
or trains.
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3.5.1.3. Profits
Reducing the obstruction of the port of Cotonou
The construction of a dry port in Tori could help reduce the obstruction of
the port of Cotonou. This should facilitate the respect of the standards of
the ISPS code. Since the exercise here is to identify the more
advantageous mode of container transport from Cotonou to Tori, we do
not take into account the benefits related to the reduction of the
obstruction of the port of Cotonou for both options.
Added value from the activities of the transporters
Whatever the selected transport mode, costs must be paid to companies
involved in transport from Cotonou to Tori. In the case of the railway
transport, it can be considered that the net incomes of OCBN represent a
marginal profit for the economy of the country.
For the purposes of this study, we consider that 60 % of the incomes of
OCBN will contribute to the added value of the country. Indeed, the
operations of OCBN could be the direct cause of the operation of the dry
port of Tori. In the case of truck transport, the incomes of trucking
companies cannot be considered as economic benefit (they are a source
of income for this industry, which could be relevant in the case of the
commercial profitability study of this transport mode, which is not the
case here since, any way, this transport mode is already used for
container transport.
The
document
is
available
on
the
WHO
website:
http://www.who.int/mediacentre/factsheets/fs313/fr/
Flexibility and reliability
This is very important for the users of the dry port of Tori. As a matter of
fact, for the dry port of Tori to be successful, it is mandatory that the
transport of containers from Cotonou to Tori should be reliable.
In this respect, we notice that the railways in Benin are in worse
condition compared to the main roads. Our stay in Benin revealed that
business people think that trucking is more reliable than railway transport
regarding goods transport. One of the advantages related to trucking is
the redundancy of this means of transport. Then, the transport of
containers will not face any failure of one or two trucks as it could if the
locomotives of OCBN were broken down.
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The flexibility of truck transport is also important since it is possible to

transport containers at any time, which cannot be the case for a train. (it
is very unlikely that the railway transport might be daily. The advantage
with trains is that it could be more convenient to use the railways instead
of roads during the rainy season if the roads are in bad condition. This
flexibility and reliability factor will not be included directly in the cost and
profit analysis but it will be considered in the decision matrix.
3.5.1.4. Hypotheses
The hypotheses agreed on for the assessment of the two options are:
a) A 3 % discount rate. Since all amounts used for the two proposed
options are in constant dollars, this discount rate represents a net
interest rate (after inflation).
b) Costs of transport from the port of Cotonou to the dry port of Tori that
is FCFA 2,240 a ton for the railway transport (data provided by OCBN)
and FCFA 4,760 a ton for the truck transport (data got by calculating the
current trucking rates for the transport of goods to the north of the
country).
c) A total traffic of 11,300 TEUs (full and empty) a year from the port of
Cotonou to Tori for 2014, increasing gradually to over 30,000 TEUs in
2030.
d) An average weight of 16.5 tons per full TEU and 2.2 tons per empty
TEU. In such a case, in 2011, a total of 136,400 tons should be in transit
(total in both directions) from the port of Cotonou to the dry port of Tori.
3.5.1.5. Comparative measurements
Two statistics are used to compare the two options. These statistics are:
a) The total discounted costs for the transport of the containers. The
lower the cost is, the more profitable the transport mode is for HEMOS
SARL.
b) The net present value (NPV) represents the net discounted cash
flows. The NPV is calculated by taking away the costs from the benefits
and discounting the balance. A negative NPV indicates that a project will
be in deficit.
Table 4 shows the result of the assessment of the two options proposed
for handling the bulk if they are not put together.
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Tableau 4 Evaluation of the economic viability of the proposed options

Total costs
Values(USD)
Train coupled with truck
USD19.3 M
Trucks only
USD 49.6 M
Net Present Value ($ US)

1
2
Train coupled with truck

Trucks
USD 9.1M
USD -2.6 M
Here is a short description of the results for each of both options ordered
according to the value (NPV) in decreasing order.
Option 1 : railway
Total costs
NAV
USD 19.3 M
USD 9.1M
This is the better option since it presents the lowest cost that is USD19.3
M over a 20-year period. This total cost consists of two elements:
construction costs and environmental costs (regarding local populations)
estimated at USD 5.5 M. The net present value (NPV) is positive with an
estimated value of USD 9.1 M. This NPV balance is due to the
immobilization costs required for the railway junctions.
However, as we have already emphasized several times, the goal here is
to compare the two modes of transport from the port of Cotonou to the
dry port of Tori.
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Option 2 : trucks
Total costs
NPV
USD 49.6 M
USD -2.6 M
This option is significantly less attractive than the other. As a matter of

fact, the total costs are very high with an estimated value of USD 49.6 M
over 20 years. This total cost consists of two elements: the construction
costs (USD 5.0 M) and environmental costs estimated at USD 44.6 M.
The net present value (NPV) is negative with a value estimated at USD 2.6M.
Total costs x -1= NPV.
3.5.2. Commercial analysis of the railway and road transport
The most important measure here is simply the cost per TEU for the
users of the dry port of Tori. The assumptions used are the same as the
ones in the previous section.
Average cost per TEU
Table 5 shows the result of the evaluation of the two options proposed
for the transport of containers. In 2014, we believe that option1 (railway)
will cost around USD 64 per TEU whereas option 2 (trucks) will cost USD
135 per TEU. Thus the cost of truck transport will be 2.1 times higher
than the one of railway transport. It is obvious that the users of the dry
port of Tori will prefer the latter to the former.
Table 5 Cost estimated per TEU, railway and truck, 2014
Option
1
Railway coupled with trucks
Trucks
Cost($US)
64 $US
135 $US
3.5.3. Decision matrix
Table 6 offers a selection matrix that uses three criteria to classify the
two proposed options. Options that meet a given criterion receive one
point. If a criterion is not met, the concerned option receives a score of
zero for that criterion. Thus, an option that gives a total of three points
fully satisfies the three criteria.
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The criteria are:

Economic costs as low as possible.
Transport costs per competitive TEU.
Reliability and flexibility of the means of transport in Benin context.
This criterion is, in a sense, the most important since it takes into
account the fact that an option (as attractive as it might be) has value
only if it uses a reliable mode of transport. Indeed, it is obvious that
repeated interruptions of the flow of containers from Cotonou to Tori
could result in making the dry port of Tori useless.
Table 6 Selection matrix according to four criteria
Options
Economic
costs
Cost of
transport per
TEU
Reliability and
flexibility
TOTAL
1 - Train
2 - Truck
Option 1 stands out with a score of two out of a maximum of three

Option 2 gets a point for the reliability and flexibility criterion.
Given the available information, it seems to us that the option of railway
transport is preferable for the following reasons:
The environmental costs regarding human health are much lower;
The net present value is negative but nevertheless much higher than
the one of the other option;
The cost of transport per TEU is much lower.
However, given the need of a reliable and flexible transport system from
Cotonou to Tori on the one hand and the need to ensure a redundancy
of the means of transport to avoid the paralysis of the container flows on
the other hand, it is possible indeed that the use of truck transport be
inevitable.
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3.6 Conclusion
If the container activity of the future port of Tori can be projected by
HEMOS SARL at a 2% to 7% rate at most, the profits could be more
consistent than in the case of a financing at an 8% rate or more.
The economic profits of the project are attractive but in the solution of
transfer by railway. As such, HEMOS takes all arrangements to assist
the Government of Benin in the acquisition and the renovation of
required investments to meet the demands of the activity. These
elements will be separate files submitted to the competent authorities.
This conclusion is the same as for the dry port of Parakou (refer to
Haskoning study).
Moreover, the problem of funding road and rail junctions will be
addressed separately.
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Part 2
Environmental
analysis
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4. INTRODUCTION
Like many other coastal countries worldwide, Benin has a port
infrastructure and a port institution it is proud of. As a matter of fact,
inaugurated on August 1, 1965 and managed by the authority of the
Autonomous port of Cotonou, the port of Cotonou, due to its strategic
position in the sub-region of West Africa, is the nearest outlet to the sea,
the fastest and the least hilly to serve the hinterland countries including
Mali, Burkina Faso and particularly Niger for which it represents the first
transit port; It is also the closest relay to Nigeria for the transshipping of
goods.
Due to the increasing volume of goods it drains and the subsequent
financial resources that it generates for the National Budget, the port of
Cotonou has undeniably imposed itself in the valuable role of lifeblood of
the national economy. In order to make this organization competitive and
efficient so as to reinforce this role and contribute more efficiently to the
development of our nation, the Government of Benin, in favor of a series
of reforms, opted for reducing the obstruction of the port of Cotonou
through the implementation of dry ports like that of Zongo (Cotonou)
already functional and that of Parakou whose work has recently been
launched.
In the same context, it has been decided the implementation of the
construction project of the dry port of Tori which will be used as relay
between the port of Cotonou and the one of Parakou by gathering and
distributing the cargo in transit.
For such infrastructures able to produce environmental effects, the Act n
98-030 of February12, 1999 related to the environmental regulations in
Benin Republic demands compliance with the environmental standards
that is, in this case, conducting the study related to the impact of the
project on the environment before implementing it. Thats why the
Autonomous Port of Cotonou has decided to comply with this formality.
By the way, lets mention again that the activities of a port are connected
with both industrial and commercial fields. In addition, the projected dry
port plans the development of both internal tracks and access tracks as
well as the construction of railways to connect them with the existing
ones.
Taking these elements into account and as indicated in Table XIII
(Infrastructure projects) and points XIII.5 (Construction of railway and
related infrastructures) and XIII.8 (Works to develop industrial zones) of
the Appendix 1 of Decree n 2001-235 of July 12, 2001 about the
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organization of the study process of the impact on the environment, the

environmental analysis required is a comprehensive study.
However, at this stage where the technical and economic pre-feasibility
studies are being conducted, it cannot be a matter of comprehensive
study no matter what the stakes of the project might be. It will rather be a
matter of a preliminary environmental study which will try to identify and
assess the stakes and the potential impacts so as to make suggestions
for future comprehensive studies.
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5. DESCRIPTION OF THE PROJECT

5.1 Title of the project
Project for the construction of the dry port of Tori (in the village of
Azohou-Cada 2: district of Azohou-Cada).
5.2 Type of project
This initiative has to do with a commercial and industrial project for the
exploitation of a port in a land zone.
5.3 Justification and objectives of the project, objectives of the study
5.3.1 Justification
Due to the strategic position (mentioned above) of the port of Cotonou

built in deep water, it has known more traffic for the past ten years. As a
corollary of this situation that is a priori advantageous, the stays of ships
laid up in Benin waters awaiting to dock for unloading the cargo are
getting longer and longer.
Concomitantly, port operations and the different control formalities
resulted in waste of time and important shortfalls for transport companies
because of their excessive slowness. Moreover, this was made worse by
the notorious obstruction of the port and the long queues of trucks.
Therefore, many ship operators preferred to go the port of Lom which
guaranteed faster and less expensive operations and procedures.
Given this paradoxal reality of the port of Cotonou that yet aspires to be
a reference port in the sub-region, the highest political and port
authorities of this country decided to remove, at any rate, all barriers to
the achievement of this legitimate aspiration.
The construction of a dry port in Tori is then one of the main measures
adopted for this purpose.
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5.3.2. Objectives of the project
The project aims at:

reducing the obstruction of the port of Cotonou (in deep water);
reducing wait durations of ships ;
contributing to the improvement and the competitiveness of the port of
Cotonou;
contributing to the development of the national economy.
5.3.3. Objectives of the study
The study of preliminary impacts aims at:

describing the project ;
describing the components of the receiving environment ;
identifying and analyzing the potential environmental impacts ;
suggesting a list of recommendations to consider, where necessary,
by the comprehensive environmental impact study.
5.4
Localization of the project, tenure of lands and reasons for the
choice of the site
5.4.1
Localization of the project (Delimitation of the study zone)
The site hosting the project is located at Azohou-Cada 2 area (at the
area called Azonvessa), in the district of Azohou-Cada (Municipality of
Tori-Bossito). It has a total area of 101 ha 54 a 90 ca and is roughly
triangular in shape. It has totally been delimited by 68 landmarks and the
geographical details of three of them have been identified with a GPS
(Global Positioning System) as shown in table n7 below:
Table 7 Some details of the project site
N of landmark
Geographical details
B1
Lat. N: 637' 104 Long. E: 205' 793
B39
Lat. N: 636' 353 Long. E: 205' 925
B 63
Lat. N: 636' 283 Long. E: 205' 482
Source : Field data, March 2008

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In its eastern north part, the project site is surrounded in a strictly

parallele way by the high voltage line of AKOSSOMBO, which has its
central axis 26 meters from the site. Located then out of the 52-meter
strip (26 meters either side of the central axis) defined by the standard, it
complies with the latter and is normally protected from potential harms
related to this outfit.
In its eastern south part, it is limited by the plots of Mr. AHOLOU and Mr.
TONOUKOUIN Adjamado. In the south, it is bordered by the fields of Mr.
ZOHOU Banou and Mr. SOGBOSSI Avoctien. In the western south and
in the western north, it is limited by the estate of Mr. REY Herman (see
site map attached).
The site thus identified is the limited study area. However the influence
zone of the project goes well beyond and includes not only the district of
Azohou-Cada but also the Municipality of Tori-Bossito (see figure n1)
which is lotted out between 625 et 637 north latitude, 210 et 217 east
longitude and is located in the center of Atlantic Department.
This municipality is limited:
in the north by the municipality of Allada ;
in the south by the municipality of Ouidah ;
in the east by the municipalities of Abomey-Calavi and Z;
in the west by the municipality of Kpomass.
Its area is 328 km2 that is 10% of the total area of Atlantic Department.
The county town of the municipality is 25 Km from Allada whereas
located 40 Km from Cotonou, the economic capital of Benin.
The influence zone of the project also consists of access tracks that are
the slip road Pahou-Hayakpa-Azohou Cada 2 as well as the railway
connection Allada-Lissgazoun-Azohou Cada 2 (to be built) supposed
to link the site of the project to the nearest OCBN train station.
The extended study zone also consists of the whole influence zone of
the project described above.
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Figure 3: Map showing the location of the municipality of Tori-Bossito

and the project site
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5.4.2 Tenure of the lands
The site of the project is the estate of the Autonomous Port of Cotonou
according to the land title (TF) n209 of the Land book of Tori-Bossito.
This land represents a set of plots sold to the Autonomous Port of
Cotonou by Mr. REY Herman, a second purchaser who had bought them
from a first one named YAYA Chououdi Adlabou to whom, it seems that
some land owners of Azohou-Cada had sold those plots according to
the testimony of the aboriginals of Lissgazoun.
The investigations carried out on the land helped remark that this land
which was claimed by the inhabitants of Lissgazoun in the past
(Commune of Allada), had meanwhile been subject to a court decision
from the Court of Allada which assigned the ownership to the people of
Azohou-Cada.
5.4.3 Reasons for the choice of the site
The current site of the project of dry port construction is located in ToriBossito, in the district of Azohou-Cada and precisely in the village of
Azohou-Cada 2.
As a matter of fact, the implementation of such a project requires a land
that complied with the follow criteria and conditions:
have a minimum area of 100 hectares in one piece ;
be located in a place about 50 km away from the port of Cotonou,
preferably close to railways in order to facilitate transports and minimize
the eventual compensations required by the works as much as possible
in open country ;
be compatible with the activities of a dry port.
Azohou-Cada 2 is the locality which best fulfilled the conditions and

made a 101 ha 54 a 90 ca land available: this is what motivated the
Autonomous Port of Cotonou to buy the land.
Besides, it is necessary to specify that the access to the site can be done
by two different tracks: by Pahou or by Allada. Schematically, these
tracks are as follows:
Track n1 : Cotonou - Godomey - Pahou (after the rails) - Tori-Bossito
- Hayakpa Crossroad - Azohou Cada 1 - Azohou Cada 2.
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Photo 1: Pahou (after the rails): opposite side, Pahou - Tori-Bossito road
track n 2 : Cotonou - Godomey - Allada (Mayors residence) Lissgazoun - Azohou Cada 2.
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Photo 2: slip road Lissgazoun - Allada

Although the access tracks are suitable for vehicles with the first partially
asphalted over only about twenty kilometers (Cotonou-Pahou) and the
second over about fifty kilometers (Cotonou-Allada), the non-asphalted
tracks Pahou - Hayakpa - Tori Cada 2 on the one hand and Allada Lissgazoun - Tori Cada 2 on the other hand constitute a real suffering in
rain time.
Actually, if we imagine how much traffic we will have to deal with and
particularly on a non-asphalted track in rain time, we can have an idea of
the problems of rentability and competitiveness to expect and deduce the
necessity of planning the asphalting.
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5.4.4 Technological procedure, inputs and outputs
The exploitation of a port as a commercial and industrial unit doesnt

comply strictly with the requirements of this section. Indeed, no process
of consumption or transformation of raw materials into finished products
or semi-finished products really takes place at this stage.
In fact, containerized goods or eventually the bulk are first admitted in
this unit and then unloaded. Right after that, they can be either cleared or
carried away, or temporary stored in warehouses or on median strips
before going through these same operations again.
In all case, the goods come in and get out with no change as inputs and
outputs at the same time.
However considering the subsidiary sub-unit of maintenance, we can
differentiate the inputs from the outputs during operations for engines
upkeep or repairing. The inputs and outputs can be made up of:
The inputs
o the engines (to be fixed or maintain) ;
o the lubricants (oils and greases) ;
o the spare parts
The outputs
o the repaired or maintained engines (products ) ;
o the waste oils and greases ;
o the scrap from the parts(trash) ;
o the packaging of the spare part (waste).
5.4.5 Activities of the project, infrastructures and schedule
5.4.5.1 Activities of the project

To be well defined, the activities of the project will be identified within the
different stages which are: the construction stage, the operating stage
and the closing stage of the dry port .
The preparatory stage has not been considered since this part is
essentially covered by the studies which generally have no significant
impacts on the receptive area.
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Construction stage
Along this stage, the following characteristic activities will be conducted:
- the cleaning of the site (clearing, cutting down, stump,)
- bringing the machines (bulldozer, grader, mechanic shovel, vibrating
cylinder, etc.);
- the setting up of the foundation;
- the navying (search, earth clearing, embankment);
-the construction of buildings and median strips;
- the setting up of the rehabilitation work ;
- the construction of the fence of the site;
- the setting up of internal and peripheral traffic tracks;
- the railway construction;
- the installation of electrical and telephone system;
-the installation of a water admission system
The exploitation stage
Here are the main activities needed during the exploitation of the site:
- the transportation of the goods;
-containers loading and unloading;
- the movement of machinery (crane, fork, etc.) ;
- Warehouses exploitation;
-the exploitation of social and health buildings (restaurants, infirmary);
- the maintenance of the machinery.
Stage related to the closure of the dry port
This is the demolition stage and it is characterized by:
-the demolition of the building of the dry port;
-the cessation of the rehabilitation work.
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5.4.5.1 Infrastructures of the project

To be efficient and operational in order to meet expectations, a port
needs a minimum of necessary infrastructures. About the dry port of Tori,
the projected infrastructures at the current stage are as follows:
a median strip for stocking full containers
a median strip for stocking empty containers
the devices for the rehabilitation of the median strips;
paved median strips;
internal movement tracks, an internal peripheral road connected to
the access tracks ;
the electrical network
the water admission system; the telephone network ;
the fence of the area ;
an administrative unit ; the transformer local;
a unit of latrines ;
a watchtower ;
internal railways communicating with the network of OCBN.
For your information, based on the results of the study carried out to
calculate the dimensions of infrastructures, it is relevant to mention the
dimension of some of the projected emergency infrastructures which are
just a part of the whole infrastructures:
internal roads: 2,179 linear meters (ml) ;
peripheral roads: 2,500 ml ;
junction railways: 9.3 km ;
internal designed areas 54,500 m2 ;
parking for vehicles (including trucks) : 133,000 m2.
Figure n2 attached represents an estimate of the volume of the site of

the project.
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6. LEGISLATIVE AND STATUTORY FRAMEWORK OF THE

STUDY OF ENVIRONMENTAL IMPACT IN BENIN REPUBLIC
6.1 Legislative and statutory framework
In order to guarantee the protection of the environment, some legislative
measures have been taken in the constitution of Benin
Republic of December 11th, 1990, in particular through its articles 27, 28,
29, 74 and 98. From that time on, the main structures in charge of the
coordination and the management of the environment were created:
these are the Ministry in charge of the Environment as well as the
Direction of the Environment in 1991, and the Beninese Agency for the
Environment in 1995.
This institutional purview favored greatly the elaboration, the vote and
the enacting of the law n 98-030 of February12th, 1999 related to the
environment, which not only defined the basis of the environmental
policy but also set the general principles regulating the management of
the environment and provided the framework and practical arrangements
for an effective management of the environment. Among other principles
set by article 3 of the same law, the ones below deserve to be
highlighted because of their direct impact on the defense of the
environment and the promotion of a sustainable development:
article 3 paragraph b : every citizen has the right to a healthy,
satisfactory and sustainable environment and the duty to defend it ;
paragraph c: protecting and valuing the environment must be part and
parcel of the economic and social development plan as well as the
implementation strategy plan;
paragraph f : any individual who doesnt comply with the
environmental laws is directly or indirectly responsible for his behavior
and has to pay for the retrieval.
To materialize these principles with the application of the framework law,

A series of regulations were set and progressively adopted. Among
them, we can mention:
Decree n2001-094 of the 4/04/01 setting the quality standards for
drinking water in Benin Republic ;
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Decree n2001-109 of the 4/04/01 setting quality standards for waste

waters in Benin Republic;
Decree n2001-110 of the 4/04/01 setting quality standards for air in
Benin Republic;
Decree n2001-235 of the 12/07/01 about the organization of the
procedure of impact on environment study;
Decree n2001-294 of the 08/08/01 about noise regulation in Benin
Republic;
Decree n2003-330 of the 27/08/03 about the management of waste
oils in Benin Republic ;
Decree n2003-332 of the 27/08/03 about the management of solid
trashes in Benin Republic ;
Decree n2005-437 of the 22/07/05 about the planning of the
environmental inspection procedure;
Decree n2005-466 of the
28/07/05 setting the terms of
implementation of the environmental audit.
This arsenal, though it still needs to be reinforced by pending new texts
about to be adopted or texts going through an actualization process,
materializes a legislative and statutory purview coherent enough which is
likely to guarantee a sound and sustainable environment if applied
responsibly.
Located up stream and made compulsory for every project likely to

impact on the environment, the purposes of the procedure of the study of
impact on the environment is to guarantee the internalization of real and
potential effects and anticipate the measures required to reduce or
eradicate the negative effects and improve the positive impacts. All these
are the sine qua non conditions to fulfill in order to obtain the Certificate
of Environmental Conformity delivered by the Minister of Environment
and Natures protection made up of the compulsory measures to take by
the promoter to avoid possible inconveniences..
In addition, the procedures of environmental inspection and audit
are downstream of the projects or development initiatives and are
applied to the production units already operating.
The environmental inspection, in accordance with article 2 mentioned
above and related to the organization of the procedure of environmental
inspection, aims at protecting people, goods ,the fauna ,the flora, air ,
water, the ground and the underground against the activities and acts
that present risks for the public environment, health, safety and salubrity.
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it contains :
the administrative phase placed under the authority of the Minister in
charge of the environment, complying with the provisions of articles 3
and 6 from law n98-030 of February 12th, 1999 about the executive-law
on environment in Benin Republic. This phase is conducted under the
authority of the Minister in charge of the environment;
The penal phase provided by articles 106 and 107 from the same law.
As far as the procedure of environmental audit (Decree n2005-466 of
28/07/05) is concerned, it allows the Minister in charge of the
environment to ensure the respect of the environmental standards, to
demand that corrective actions and sanctions should be taken in case of
disrespect or second offence. It is based on evidence and contributes to
maintaining the environmental health.
To prove its conformity with the environmental standards, every physical
or moral individual managing an infrastructure, an outfit or an activity
presenting a threat to the environment is constrain to the systematic
keeping of records, depending on the needs, on:
industrial waste waters throwing out;
atmospheric emission ;
The management of solid, liquid, and dangerous trashes ;
.the management of chemicals ;
The environmental audit can be internal or external. When it is internal, it

is carried out every year under the responsibility of the owner of the
company and targets environmental conformity through the updating of
records. When it is external, it is conducted every two (2) years under the
responsibility of the Minister in charge of the environment in order to
check the environmental conformity.
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6.2 Applicable standards

The implementation of the following procedures, in particular those of
the environmental audit and the environmental inspection, requires some
criteria or standards as well as some arrangements including those
detailed in the following tables and paragraphs according to the current
survey:
Tableau 8 Quality standards of ambient air
Pollutants
Averages
Ozone (O3)
Duration of the measurement

time (exposure time)
Average over 8 hours
Carbon monoxide
(CO)
Average over 1 hour

40 mg/m3
10 mg/m3
Average over 1 hour
1300 Mg/m3
200ug/m3
80 Mg/m3
230 Mg/m3
Dioxide of nitrogen
(NO2)
Annual average
Average over 24 hours Annual
average
Annual average
Annual average
Lead (Pb)
Annual average
2 u.g/m3
Sulphur dioxide (SO2)

Particles on suspension (< 10 microns)
0.08 ppm
50 Mg/m3
150 Mg/m3
100 u.g/m3
Source : Decree setting the quality standards of air in Benin Republic.
Table 9 Noise emission standards

Time period
6h to 13h
13h to15h
15h to 22h
22 h to 6h
Class 1 Residence
zone (dbA)
50
45
50
45
Class 2
Commercial zone
(dbA)
55
50
55
50
Classe 3
Industrial zone
(dbA)
70
70
70
70
Source : Decree related to the regulation of noise in Benin Republic
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Besides, some specific prescriptions aiming at ensuring a sound

management of the waste oils are required from every producer or
technician using this waste (see Art. 3, 6 and 7 Decree n2003-330 of
27/08/03).Here they are :
o it is forbidden to lay down, throw or leave waste oils anywhere they can
pollute the environment, in particular in or on the ground, in surface
waters ,underground waters, inside drains ,canalizations or collectors ;
o Any producer or distributor of clean oil and any producer of waste oil
are responsible for their elimination;
o Any producer or possessor must stock his or her oils in appropriate
containers specially designed for this use.
As for Decree n 2003-332 of 27/08/03 about the management of solid
wastes in Benin Republic, it aims at protecting the environment and the
health of people from any negative impact that could be caused by these
wastes through the prevention and limitation of their production and
harmfulness on the one hand and through the prevention and limitation
of their nuisance during their management on the other hand.
o In particular, it is stipulated in article 9 that any person (physical or

moral) that possesses or produces waste must ensure or make
somebody ensure their management in conditions indicated to limit the
negative effects on water, air, ground, the fauna, the flora, to avoid the
incommodities due to noise and smells and in general not to cause any
harm to the environment or human beings health.
o Besides, it specifies that waste transfers inside or outside Benin
Republic are conducted in a way to reduce the risks for the environment
and peoples health and help value and eliminate wastes in accordance
with the arrangements of the decree about the management of solid
wastes.
It appears from this last arrangement that even if a physical or moral
person signs a removal contract with an authorized company, they have
to ensure the becoming of the removed wastes so as to be certain of
their valuing and ecologically sound elimination.
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7. METHODOLOGICAL APPROACH
The methodology adopted for the realization of the actual environmental
study is modeled according to the different activities it is made up of,
such as: the description of the project, the description of the receiving
area, the environmental analysis, measures proposals and elaboration of
the environmental management plan.
7.1 Activity n1: Description of the project
A good knowledge of the project is a requisite to provide a good
description of it. In this particular case, meetings with the work master
and principally with the study cabinets were initiated by the subcontractor in order to apprehend and confirm the data contained in the
terms of reference. This step was about as well the objectives of the
project and the infrastructures to be implemented as the different
environmental concerns of the promoter.
7.2 Activity n2: Description of the receiving area
For this activity, a three-stage (successive and simultaneous) step was
used: the documentary research, in situ direct observations coupled with
sociological investigations and finally, data processing.
7.2Documentory research:
It was directed towards appropriate institutions able to provide

documents or necessary information, especially:
The Autonomous Port of Cotonou ;
The documentation center of the Ministry of Environment and
Protection of Nature ;
The Agency for Safety and Air Navigation (ASECNA) ;
The National Institution of Statistics and Economic Analysis (INSAE) ;
The town hall of Tori-Bossito and
The Health center of the district of Azohou-Cada.
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7.2.2
In situ Observations and sociological investigations
7.2.2.1 In situ observations

This task has been carried out owing to the regular visits of experts and
consultants on the site of the project and the surrounding villages
including the villages of 'Azohou-Cada 1, 'Azohou-Cada 2 and
Lissgazoun. This visit gave the opportunity to know the access tracks
and the current state of the site and also the possible worship obstacles
and identify the potential impact zones.
7.2.2.2 Sociological investigations
They have been carried out with a view to knowing the socio-economical
organization of the zone before the implementation of the project as well
as the different opinions of the local and neighboring population about
the activities of the project and their impacts. The presence of cultivation
fields at certain places of the site of the project proving a kind of current
occupation of the space, was also taken in account for the investigations.
In addition, to get a better understanding of the environmental stakes, 3
categories of people were targeted:
The authorities and local elected officials;
The population of Azohou-Cada 1 and 2) cultivating on the site or
not.
The population of Lissgazoun (included in the municipality of Allada
and neighbor to the village of Azohou-Cada 2), mostly those cultivating
on the site of the project.
The sampling strategy adopted was of a reasoned type. Then:
out the first nine (09) leaders among the authorities and local elected
officials (Town hall of Tori-Bossito, Chiefs of District (of Azohou-Cada
and Lissgazoun) and Chiefs of villages (Daahou, Sofonhou,
Awam, Gbto, Soko and Missago) supposed to be interrogated, four (4)
were effectively questioned, representing 44.4 % of the target ;
twenty two (22) people living in Azohou-Cada and possessing
cultivation fields on the site of the project or not were investigated ;
twenty three (23) Lissgazoun native people taking care of cultivation
fields on the site were also interrogated.
On the other hand, to complete this information coming from the
investigations and stimulate the opinions linked to the interest groups,
some meetings with some focused groups were organized and facilitated
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7.2.3
Data processing
Once the information was collected, it was organized in the form of texts,
tables and/or graphics and constituted semi-finished data format for the
elaboration of a part of the report related to the study of the impacts on
the environment
7.3 Activity n3: Analysis of environmental impacts
The analysis of the impacts consisted in identifying the probable impacts
to result from the implementation of the activities of the project on the
components of the physical, biological and human environment hosting
the project followed by the subjective estimation.
To achieve this, the matrix approach has been used through the
intersection of the relevant components of the environment that are air,
soil, land, water resources, flora, fauna, health/security, economy, culture
and landscape with the activities of the project.
The importance of each impact was estimated owing to the following
three parameters: the duration, the extent and the intensity (or degree of
disturbance) of the negative impact.
1) Duration of the impact
The duration of the impact informs about its time dimension. This
parameter is characterized by three attributes that serve as criteria for
the evaluation: momentary, temporary or permanent.
The impact is momentary when the effect is felt at a given moment and
for a period of time less than a season.
It is temporary when the effect is felt continuously but for a period of time
less than the duration of the project.
Finally the impact is permanent when the effect is felt at a given moment
and for a period of time greater than the duration of the project.
2) The extent of the project
The extent of the impact expresses its scope, its reach or the space
limits of the effects generated by an intervention on the environment.
This concept refers to a distance, an area on which the modifications
undergone by an element of the environment or the proportion of an
affected population.
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The extent is regional, local or prompt depending on whether the impact

is felt respectively beyond the limits of the zone of the project, outside
the area within the boundaries of the zone or when it does not go beyond
the limits of the area.
3) Degree of disturbance
The degree of disturbance of the impact or its intensity corresponds to

the magnitude of the changes affecting the internal dynamics and the
function of the environmental element affected regarding its sensitivity to
the proposed development. The degree of disturbance can be very high,
medium or low.
The disturbance is very high when the impact profoundly compromises
the integrity of the affected element or alters its quality and annuls any
possibility of using it.
It is high if the impact compromises the integrity of the affected element,
alters its quality or restricts its use significantly.
It is medium when the impact compromises the use, the quality or the
integrity of the affected element a bit.
It is low when the impact does not change perceptibly the integrity, the
quality or the use of the affected element.
Thus, on the basis of the evaluation of these three parameters, the
importance of an impact can be classified into three categories : high,
medium, low.
It is high when the components of the environmental element affected
may be destroyed or heavily changed.
It is medium when the components are changed without having their
integrity and existence threatened.
Finally, it is low when thee components are just a bit affected.
To determine the importance of the probable impacts that will be induced
by the implementation of the dry port of Tori, these criteria were used
owing to the framework developed by the Benin Agency for Environment
(ABE) in 1998 for the assessment of the level of the impacts and shown
below:
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Table 10 Framework for evaluating the importance of bloomers

Duration
Extent
Low
Momentary
Momentary
Temporary
Momentary
Momentary
Permanent
Temporaire
Temporary
Permanent
Permanent
Prompt
Local
Prompt
Local
Regional
Prompt
Regional
Local
Local
Regional
low
low
low
low
low
low
low
low
Medium
Medium
Degree of disturbance
Medium
High
Very high
Importance
of the impact
low
low
low
Medium
low
Medium
low
Medium
Medium Medium
Medium Medium
Medium
High
Medium
High
Medium
High
High
High
Medium
Medium
High
High
High
High
High
High
High
High
Source: ABE, 1998

7.4 Activity n4: measures proposal
As soon as the impacts have been identified and their importance
determined, measures have been advocated to maximize the positive
impacts to enhance the level of the contribution of the project to the
improvement of the quality of peoples life. For negative and significant
impacts, some mitigation and extenuation measures were proposed to
help reduce the pressure on the environment as well as the any potential
damage.
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7.5 Activity n5: Proposal of a management plan

The Environmental Management Plan (EMP) is a determinative aspect of
any study of the impact on the environment. It represents the dashboard
of the implementation of the project peculiarly as regards the
environmental concerns and consists of four important sections:
- Actions for the extenuation of harmful effects and the maximization of
positive effects. These actions are just recommended measures not
limiting the precautions of the promoter;
- The impact indicators (or effects resulting from the implementation of
these actions) ;
- The schedule for the implementation of the actions;
- The responsible for surveillance and monitoring who are respectively
those in charge of the implementation of the recommended measures
(generally the promoter) and those in charge of checking the good
implementation of these measures.
Thus, on the basis of the different components of the EMP, this aspect of
the report was proposed.
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8. INITIAL STATE OF THE RECEIVING ENVIRONMENT AND

ANALYSIS OF THE STAKES
8.1 INITIAL STATE OF THE RECEIVING ENVIRONMENT

The receiving environment of the project consists of three great
components including the physical components, the biological
components and the human components.
8.1.1
Physical components
8.1.1.1 Weather conditions

As part and parcel of the southern Benin, the Commune of Tori-Bossito
on which the village of Azohou-Cada 2 depends, benefits from a
subequatorial climate, typical of southern Benin (MEHU, 2002).
Rainfall
This climate is characterized by a four-season year including two wet
ones and two dry ones ranging as a matter of principle like this:
- a long rainy season from March 15 to July 15 ;
- a short dry season from July 15 to September 15 ;
- a short rainy season from September 15 to November 15 and
- a long dry season from November 15 to March 15.
Rainfalls are generally less abundant than the ones of the departmental
average that is about 1200 mm of rain per year, and much less abundant
than the ones of the littoral zone at the station of Cotonou airport whose
average over 50 years (1952-2001) reaches1289,40 mm of rain a year
(MEHU, 2002). However, the rainfall data recorded at the station of ToriBossito, which has besides been functional only from 1998 to 2011 and
very sporadically, shows the following feature of the rainfall for the year
2010 when the data are more complete.
Table 11 Heights of rain (Station of Tori-Bossito in 2010)
Month
Jan
Feb
Mar
April May June
July
August
Sept
Oct
Nov
Dec
Height
of rain
40,7
79
7,5
183
309,7
92,8
72,1
164,1
141
294,8
Source : ASECNA, 2010
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The rainfall diagram obtained is the one in graphic n1 below.

As you can appreciate, it is an atypical and exceptional year which
recorded a quantity of water (1384, 7 mm) higher not only than the
average of the Atlantic Department but also than the average of Littoral
Department in Cotonou. This situation is confirmed by the diagram which
does not show the bimodal look that characterizes that zone but rather
the trimodal one.
Graphic 1: Rainfall diagram of Tori-Bossito in 2010 (see attached
documents)
From the analysis of this graphic, it appears that the less rainy months
are January, March, September, November and December.
Temperature
The monthly average temperatures of the air vary between 27C and 31
C. The gap between the hottest month and the least host month is not
over 3.2 degrees in the zone of the project whereas this variation is 3.8
degrees for the north of Atlantic department.
February to April are the hottest months when the highest temperatures
reach 31 -33C whereas July and August are the coolest (25C).
8.1.1.2 Soils
In terms of geological formations, soil types encountered in the project
area are from the continental terminal. These soils are weakly lateritic
and are nothing other than the earth bar consisting of:
Red clay covering much of the Allada plateau. It is well supplied with
soils organic matter under forest with declining fertility fairly clear after
two years of cultivation. The average holding capacity of water and
wilting point are quite high. Besides, the deep horizons of compactness,
strong enough, make the root penetration difficult and the incidental
biological pollution by infiltration is minimal or zero. The disadvantage of
these soils is the tendency to erosion if we decrease the number of years
necessary to fallow (green manure, manure, and compost).
Red sandy clay soil; the greater friability, in this case, favors the
extention of the rhizosphere. These soil types have a favorable
agricultural vocation, especially for food crops, pineapple and palm oil.
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8.1.1.3 Water resources

From the perspective of water resources (surface water and ground
water), it should be noticed that Atlantic Department is one of the best
watered department of the country with 22,500 ha of lake and lagoon.
However, because of their poor spatial distribution, water resources
become scarce in the project area. Indeed in the municipality of ToriBossito, one of the few rivers whose existence is still reported is \Avado.
It passes about ten miles away from the project site and its waters are
not profitable to the residents of Azohou- cada.
On the other hand, the municipality holds reserves of groundwater, but
the ground water is too deep (nearly 40 meters) for the population to get
it. Thus, apart from rain water that provides seasonally the water needed,
the population counts only on wells and drillings constructed on their
territory to satisfy the water need.
8.1.1.4 Air and noise
The municipality of Tori-Bossito which hosts the project is a largely rural
area, and the village of Azohou-Cada 2 which remains the site of the
project is all the more since the access tracks are cramped and less
used. These data result in a low level of traffic and degree of air
pollution near zero.
Indeed, field observations have helped confirm the important scarcity of
motor vehicles whose traffic is likely to favor air pollution through exhaust
gases and noise. The only sources of pollution remarked are fumes from
a few households. These fumes will soon be dissipated by the natural
capacity of air purification of air.
In sum, although no measurement of air pollution by exhaust gases or
noise emission is currently available, one can, on the basis of existing
information, conclude that there is no such pollution in the project area.
8.1.1.5 Land
Throughout history, land is the main resource without which an
agricultural business can neither be set up nor developed. This is so
verified in the project area that landless agricultural actors are compelled
to sell their work force to survive.
Like in most regions of Benin, land can be acquired in Tori-Bossito and
particularly in Azohou-Cada in various ways: by inheritance, by gift, by
purchase or share-cropping. Share-cropping is a form of land renting in
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which the rent consists of a portion of crops that the farmer (tenant) gives
to the owner after each growing season.
In Benin Republic, land ownership is governed by two systems:
customary tenure and modern tenure. In concrete terms, considering the
realities of the customary tenure, the modern tenure which was
crystallized in law n65-25 of august 1, 1965 related to the organization
of the system of land ownership, includes the relevant provisions of the
regulation of former French West Africa about this matter.
According to this law, only the owner of a land title has ownership right
over the land.
Basing on this, worries about an eventual right of the peasants exploiting
the site of the project currently for agricultural purposes should stop
since the Autonomous Port of Cotonou really possesses a land title for
the estate.
8.1.2
Biological components
They include the flora and the fauna.

8.1.2.1 The flora
The vegetation currently on the site of the project and globally speaking,
in almost the whole municipality of Tori-Bossito, is shrub savannah type,
interspersed with fallow, islets of trees including some palm trees, with
some artificial plantations including teak. There are also fields with
already harvested crops (maize) or not harvested (cassava).
Photo 3: Cassava field on the site of the project
Source: Field data, June 2010

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This situation of the vegetation is the result of human actions undertaken

over the past decades and have contributed to the gradual destruction of
the tree savannah and its replacement by shrub savannah.
Figure n2 shows the land map of the municipality of Tori Bossito
Among the tree species present on the site, there are acacia (Acacia
auriculiformis), neem (Azadirachta indica), Dialium guineense, palm tree
(Elaeis guineensis), teak (Tecktona grandis), calcdrat (Khaya
senegalensis), nere (Parkia biglobosa), etc.
The herbaceous vegetation is mainly represented by: quack grass
(Imperata cylindrica), Xandropogon gayanus, and the sensitive
(Schrankia leptocarpa), Vitex doniana.
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Figure 4 Map showing the occupation of the land of the municipality of

Tori-Bossito
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8.1.2.2 The fauna

On the project site and adjacent spaces, the flora described above has a
relatively poor fauna including, among others, hare (Lepus crawshayi),
squirrel (Xerif sp), grasscutter (Thryonomys swinderanus), of terrestrial
lizard (Lacerta viridis), python (Python molurus), snake (Thamnpphis
sirtalisparietalis), partridge (Alectoris sula), etc..
These animals are nothing but the relic of a formerly rich and diverse
fauna which, according to the testimony of some village elders of
Azohou-Cada 2 and Lissgazoun, favored hunting parties full of game
and also offered the possibility to see specimens such as the savannah
buffalo (Synceris brachiceros caffer), the red-fronted gazelle (Gazella
rufifrons rufifrons), hartebeest (Alcelaphus buselaphus major),
cphalope-sided towhee (Cephalophus rufilatus), the cphalope of
grimm ( Sylvicapra grimnia), the Cob of buffon (Kobus kob kob),
waterbuck waterbuck (Kobus ellipsiprymnus), etc. But like forest
formations that served as their refuge, these elements of the fauna
gradually underwent intense anthropogenic pressure that eventually
reduced and / or decimated most of the herds.
Still in the municipality, as far as eventual ecologically significant data
are concerned, it should be noted that apart from the existence of some
marshy areas reported to be along the river Avado, no other
characteristic area of ecological interest is mentioned by the available
documentation.
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8.1.3
Human components
8.1.3.1
The
population
and
its
dynamics
According to the results of the third general census of population and
habitat which took place in February 2002, the population of the
municipality of Tori-Bossito which was 37,167 inhabitants in 1992 was
estimated at 44,569 inhabitants, with a density increasing from 113
inhabitants per km2 in 1992 to 136 inhabitants per km2 in 2002 (INSAE,
2003). Considering the population of the administrative district that was
28,823 inhabitants according to the census (1979), we deduce that the
growth rate was 2.0% from 1979 to 1992, while between 1992 and 2002,
the rate rose to 1.83%, resulting in a slight decline.
Graph n 2 provides a good illustration of this dynamic.
Figure 2: Evolution of the population of Tori-Bossito between 1979 and
2002 (see attached documents)
Regarding the socio-cultural groups, the municipality hosting the project
is a melting pot where several ethnic groups are mixed, in particular:
Azo (Fon and related parties: 84%), Adja (13%), Yoruba (1%) and
others (1%). Thus, the ethnic group of the aboriginals is by far
predominant.
This trend is even more pronounced when considering the data of the
District of Azohou Cada which, for a population of 6457 inhabitants
(according to the census of 2002), gathers 87.61% of Azo with a size of
5,657 inhabitants, 12.06% of Adja (779 inhabitants), 0.12% of Yoruba (8
inhabitants), 0.18% of "others" with which a 12 inhabitants including 1
foreigner.
Within the short deadline we had to meet, we were not able to get 2011
updated
statistics
on
the
population
from
INSAE.
8.1.3.2Public
health
As for public health, health infrastructures exist (10 health centers in the
municipality, that is a center for 4,457 people), which should favor the
access of the population to such centers and improve their health
condition.
Unfortunately, the centers are poorly equipped and are in a great need of
health workers (only 1 doctor for 44,569 inhabitants). To all this, is added
the low income of social actors, which also implies the low rate of health
centers
frequentation.
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This situation is likely to worsen health problems in different localities,

including
ignorance
of
various
illnesses.
According to field surveys conducted by the consultant team at AzohouCada and Lissgazoun, diseases that commonly affect people's health
are malaria, acute respiratory infections (ARI), diarrheal diseases,
trauma and sexually transmitted infections (STIs). Graph No. 3 proves it
clearly.
Figure 3: inventory of some diseases in Azohou-Cada (2009)
Source: CSA of Azohou-Cada (data collected by OTD, 2010)

In terms of management of waste and pollution prevention, the commune
of Tori-Bossito does not escape the realities of our rural centers. In fact
solid waste products mainly come from households, markets, shops and
administrative services. These wastes are in the majority composed of
plants, agricultural wastes and others (paper, etc). In a few services
and shops, the wastes are placed in plastic garbage cans, and then
thrown on the rubbish heap where they are ignited. In some services
and shops where there are no rubbish cans, in households and markets,
wastes are swept and laid down on dirt places where ignition occurs very
sporadically when the heap becomes embarrassing. Thus the collection
of waste is not selective and remains individual. In addition, the collection
and ignition of wastes constitute the best method of pollution prevention.
8.1.3.3 Economic and commercial activities
In conformity with the data resulting from the general census of
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population and habitat of 2002, 60% of the population of the municipality

of Tori-Bossito practice agriculture (crops, breeding and fishing), 26%
are involved in trade (agricultural and manufactured products) and 14%,
others activities (civil engineering, transport, etc)
Agriculture, that often gives low yields due to the decline of soil fertility
and the poor seed quality, is essentially based on the production of
cereals (especially corn) and tubers (cassava, sweet potato). These
products are sold in local markets or transported to neighboring markets
such as those of Abomey, Ouidah and Cotonou.
As for pineapple whose industry is one of the rare ones organized by the
national economy, it is sold mainly in Cotonou, and to a lesser extent in
Europe.
Regarding breeding, it remains confined to the small livestock as the
farmers of the municipality had not been motivated by cattle breeding.
The statistics from the Regional Centre for the Promotion of Agriculture
(CeRPA) in Atlantic revealed that in 2001, the livestock of Tori-Bossito
consisted of 35,000 heads of poultry, 12,000 heads of small ruminants
and 500 heads of cattle.
With regard to fishing and fish farming, they are much less developed in
this municipality which has at its disposal only some rare seasonal water
bodies.
Regarding the sub-sector of trade, it focuses on two types of products:
agricultural products and manufactured goods.
In relation with transports, the municipality of Tori-Bossito is enclosed
because of the fact that it is crossed by land roads and lateritic tracks not
suitable for vehicles but only in dry season. Regarding railways, they are
an asset but they remain limited due to lack of investment.
8.1.3.4 The cultural and religious activities
Populations of Tori-Bossito in general and particularly those of AzohouCada are very active in terms of beliefs. The religions practiced are:
Christianity, Islam and endogenous religions. Among all these religions,
religions that dominate are the endogenous ones and are present
everywhere.
The fact that the slip road Azohou Aliho - Azohou Cada or Bossito Tori
- Azohou-Cada is dotted with temples and sacred sites (see photo
below) is a real proof of this. Moreover, some of the deities who embody
the voodoo cult are also of high cultural significance during tourism and
recreational events (Zangbeto, Sakpata Hviosso, etc.)
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Photos 4 and 5: Worship Sites at Azohou-Cada (OTD, March 2011)

8.1.3.5 The public safety
It represents a factor of great concern to the people of Tori-Bossito
Commune. Indeed, many crimes have often occurred over the territory of
the Commune and include: child stealing, armed robbery, desecration of
graves, home burglary, etc.
Given this state of lackluster public safety of the Commune, the only one
constabulary station in place on the territory of the Commune is the
guarantor of security. Yet this constabulary lacks manpower seriously.
Worse, the lack of cooperation of local people with the security forces
complicates the resolution of problems.
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8.2 Analysis of environmental issues

Issues have an undeniable incidence on the impacts in the way that they
cannot only identify them, but may also indirectly affect their importance.
At this stage where pre-technical and economic feasibility studies are
carried out, it is appropriate that the preliminary impact study prior to the
environmental analysis, examines the various issues of the project to
identify areas to be furthered during feasibility studies.
An issue, by definition, is a resource (real or potential) that can be won
or lost. In gaming and entertainment, this is a bet, a sum of money that
one stakes in a part of that game and which eventually returns to the
winner. In a business it is a property that can be lost or gained by mode
of management or adopted know-how. Compared to a project or a
development option, an issue is a major concern that the concerned
persons (stakeholders and beneficiaries) can save or lose on the
decisions and resulting actions; socially, it the gain or loss of quality of
life.
Thus, in the context of this study, key issues are discussed below in
terms of both physical, socio-economic, cultural and religious.
At the physical level
We distinguish:
the earth as natural capital, it is essential for agriculture and no
agricultural autonomy can be considered if the agricultural actor does not
have the required portion of this resource for its activities. However, if
until a recent past the land was not a limiting factor for the farmers of the
municipality of Tori-Bossito, today its availability becomes a problem.
Thats where its issues issue, in fact, farmers who cultivate a portion of
the project site, even if they do not own it and they say they are willing to
vacate the places when the works start by the HEMOS under the
authority of the PAC, declared they have no other area on which to
operate;
Water: Water is an indispensable resource for sustaining life on earth.
On the project site and its immediate surroundings, including the villages
of Azohou-Cada 1 and Cada-Azohou 2, the current number of water
points (two large diameter wells) remains inadequate, especially for
those communities who do not have any watercourse or lake, then no
surface water. In addition, the quality of available water can be affected
with the implementation of the project.
The water is then an issue for the project and arrangements shall be
made for its availability in quantity and quality;
Air quality: like water, air is also a natural resource essential to life.
In the project area and more generally in the Commune of Tori-Bossito,
thanks to the in situ observations, one can predict that air quality is good
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due to the scarcity of sources of pollution. However, there is no doubt

that with the operation of the dry port air quality would deteriorate. In
order to know the initial situation and therefore provide the measures
necessary for its preservation, measurements of the quality of this fluid
will be made during the in-depth environmental study, in case of need.
At the socio-economic level
Issues identified at the socio-economic level concern employment,
safety, health and financial resources. These issues have been clarified
as follows:
Employment: The project will help to create new jobs. These
constitute a major issue, because depending on the mode of their
management by people in charge of the Dry Port, they can profit or not
the local population. Considering that the project start will make
unemployed farmers currently occupying the site illegally, we understand
the importance of this issue;
security : it is also an issue for the project, since it may improve or get
worse with the advent of the latter. Indeed, the Commune of Tori-Bossito
today is characterized by a certain development of banditry, abduction of
minors, robberies and other similar heinous acts. Construction and
operation of the dry port by the likely influx of people that could take
place are likely to exacerbate this situation if nothing is done. However,
by creating and strengthening supervisory structures needed
(constabulary, police), this obsessive fear will fade and improve the
safety of persons and properties.
Moreover, it should be noted that in the project activities is actively
question of the establishment of the device to fight against fire or other
emergencies that could occur on the facilities provided: for a structure of
the size of a dry port, this is essential;
health: The arrival of foreign employees and risk behaviors can lead to
an increase of health insecurity, particularly through the increased
incidence of sexually transmitted infections (STIs) and other contagious
diseases;
financial resources: The operation of the Dry Port will generate
financial resources for the central government, decentralized government
(Municipality) as well as for the population working in it in the form of
income; these resources are likely to increase, decrease or not to exist
for either of the categories of stakeholders as agreed.
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9. ENVIRONMENTAL ANALYSIS
6-building of cleaning up
works
7- building of site fence
8- Quarrying
landscape
worship
5- platforms
Economy
Security
Public health
2- machinery and
equipments Channel
3- Installation of the site
base (including the area
for the storage of building
materials) and its
operation
4- buildings construction -
Flora/ Fauna
CONSTRUCTION
PHASE
1- site cleaning
Land
Ground
Resource
Phases/Activities
Components
Water
resources
Air/Noise
The environmental analysis is to examine the effects of the project on

the host environment in three successive steps which are: identification
of components of the host environment affected by project activities
taking into account the issues identified, the analysis of impacts caused
followed by the proposal for further action and finally the development of
environmental management plan.
9.1 Identification of environmental components affected by the project
To achieve this, project activities have been crossed with the relevant
elements of the host environment. Table n 6 shows in detail the results
of this crossing.
Table 12 - Impact Identification matrix
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9- building of internal
and peripheral traffic
road
10- building of railways
and connection
11- fitting of electric and
telephonic networks
12- building of water
supply network
OPERATIING PHASE
13- Goods
Transportation
14- container loading and
unloading
15- Machinery
Maintenance
16- warehouse operation
17- operation of sociosanitary facilities
CLOSING PHASE
18- Demolition of the
buildings
19- cessation of cleaning
up works
+
+
Note: The signs + and - indicate respectively a positive impact and a

negative impact. Some minimal impacts have been eliminated.
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9.2 ANALYSIS OF IMPACTS AND SUGGESTED MEASURES

The implementation of the project will result in real or potential impacts
of both positive and negative effects on the physical, biological and
human components of the host environment. In what follows, it will be
presented and this, at different stages of the project, especially the
negative impacts resulting from its implementation, without omitting the
positive impacts.
9.2.1 Construction Phase
The implementation of activities and tasks in this phase will likely have
the following impacts:
Impacts
The site cleanup requires clearing, tree cutting and stump input which
cause t the destruction of vegetation (hence vegetation loss) and dust
raising that can cause the degradation of the quality of air and harm the
health of workers by increasing the rate of ARI; loss of function as
natural filters of dust and reduction of greenhouse gas emissions, in
addition, soil structure may be destabilized.
This is an impact of temporary duration, of local extent and medium
degree of disturbance. The impact is therefore of medium importance.
Partial loss and leakage of wildlife
Clearing certainly cause the flight of game to the surrounding vegetation
and the disappearance of the less skilled subjects.
The impact is of low importance
Liberation of land (earth)
This work will lead to loss of land, or better to force the release of
parcels of land illegally and temporarily occupied by farmers, thus
inducing a kind of unemployment of agricultural actors.
The impact is of medium importance, because of temporary duration, of
local extent and a medium degree of disturbance.
Violation of worship and landscape
The fetish "Dan" located on the site will be affected and the project will
compel the followers to interrupt their regular worship. Furthermore, the
destruction of natural vegetation will make the landscape ugly.
Site cleaning
The impact is of medium importance (permanent, local average).
Job creation
The site cleaning up will result in dozens of temporary jobs that
agricultural workers may benefit, especially indigenous.
Indeed,
according to field surveys, 100% of residents who grow different plots on
the site, mostly peasants from Lissgazoun and in a very small
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proportion of those Azohou-Cada1 and 2 that houses the project, are

willing to release these parcels from the start that project, but eager to be
employed. It is recommended to facilitate them access to these jobs,
even to permanent subject to availability and qualifications in order to
establish good relations with local people.
Clearing the site as and when the occupation of land;
Provide a screen of trees around the area;
Identifying and invite stakeholders involved in agricultural to make
available occupied parcels;
Prioritizing the concerned persons in the recruitment of local
workforce;
Finance and support the movement of the fetish;
Prioritizing the local workforce when recruiting / hiring especially for
unskilled jobs.
Altering the quality of air, soil and health
The transfer of machinery and equipment (tractor trailers, excavation,
etc.) will affect the quality of air, soil and human health through the
emission of exhaust gases and dust.
Noise pollution and light disturbance of traffic
Measures
Supplying machinery and equipment
Impacts
During the transfer, the vehicles may make more or less noise
depending on their status (used or new). Similarly, traffic depending on
the time of day can be disrupted.
Because of the limited nature of this operation and the supposed new
status of machinery, the impacts will be not significant.
Ensuring proper engine tuning and watering sections of dirt road
adequately.
Ensuring proper engine tuning and avoiding operating during rest
hours.
The site base is a business unit that will act as a storage building
materials (sand, gravel, cement, rebar, etc..) and manufacture of
prefabricated concrete items, as well as vehicle repair center of the site
and various consumable supplies (including petroleum products).
Air pollution by the emission of dust during the work and combustion
gases that contain pollutants such as carbon monoxide (CO), sulfur
dioxide (SO2), nitrogen oxides (NOx) and hydrocarbons (HC).
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In addition, the intense traffic of vehicles entering and exiting the base
will cause dust. These airborne particles can cause respiratory disease
(coughing, impaired lung function: IRA) and eye (conjunctivitis) in
humans.
As for the gas emitted by traffic, they are capable of inducing impacts as
varied as the pollutants are diverse.
SO2 is a precursor of acid rain and, by its strong tendency to be linked
to molecules of atmospheric water, can cause rapid deterioration of
metal building materials and shorten the life expectancy of buildings.
NOx, in terms of health, can impair lung function while at the
environmental level, contribute to the formation of tropospheric ozone.
Mitigation measures
Installation and operation of the base of the site
Impacts
With regard to hydrocarbons, they can cause respiratory problems and
mutagenic (changes in genetic material) and carcinogenic effects.
This impact is of permanent duration, local extent and a medium
disturbance degree. The impact is therefore medium.
Risk of pollution of soil and groundwater (to a lesser extent) by
hydrocarbons, particularly in repair and supply areas.
This risk is due to the higher probability of fuel spills when filling the
tanks of regular gasoline or diesel oil, during the refueling of cars and
heavy machinery in fuel and lubricant, and the poor management
practices of waste oil (deliberate discharges on the ground, use of
inappropriate or damaged containers, etc.). In addition, oil leaks from the
engines are equally probable. Due to the clayey or sandy clay soil of the
project site, the likelihood of pollution of the groundwater is low.
However, runoff can be contaminated and therefore may affect the
health of marginalized populations who would be forced to drink it.
The resulting impact will be permanent in terms of its duration, since its
effect will remain beyond the period of the project; its scope will be local
and the disturbance degree will be medium: the impact will therefore be
medium.
Moreover, the microscopic flora and fauna may be affected. The
impact will be low
Risk of disease transmission and marital problems
The presence of the base of the site, as well as that of the dry port in
general, will lead the development of both beneficial and harmful reports,
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including those that can cause sexually transmitted diseases and those
that could cause disturbances in some households.
These nuisances which will be of permanent duration because they may
occur beyond the project period have a high degree of disturbance: the
impact will therefore be of high importance.
Job Creation
The installation of the base of the site and its operation will create many
jobs both temporary and permanent such as those of masons,
ironworkers, setters, drivers, electricians, technicians, civil engineer, etc.
It will also facilitate the development of a flourishing trade of tavern
involving number of economic actors hat like to invest as far as that is
concerned.
Improving Public Safety
The presence of the base of the site and mostly later on, the dry port will
contribute to improve the safety of goods and people in the locality.
Indeed, because of a greater concern for local administrative authorities
to bring security and upon solicitation of PAC, the number of public
security forces deployed will increase as well as their efficiency. This will
be a deterrent for reducing violence and banditry reported in the territory
of the Commune.
Measures
Ensuring proper adjustment of engines and water regularly track
sections in the earth.
Waterproofing areas of vehicle repair and of hydrocarbons supply by
implementing concrete containment trays.
Ensuring sealing of the pipes and engines;
Managing waste oil in accordance with the provisions of Decree n
2003-330 of 27/08/03 on waste oil management in Benin Republic.
Developing and implementing a program for Behavioral Change
Communication (BCC) and the fight against STIs.
Recruiting in priority the local workforce for the skills available on the
site.
Strengthening the capacity of public security forces deployed in
increasing their numbers, training them and equipping them adequately.
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Construction of buildings, platforms, drainage works and the

fence of the site
Impacts
Air pollution by dust issuing and gas exhaust, increasing the level of
IRA within populations. The impact will be of low importance.
Risk of destabilization of soil structure due to excavation works.
Furthermore, loss of vegetation will affect the beauty of nature, with the
exception of the construction of buildings whose modernism and
aesthetics will offset although partially what is lost. The impact will be of
low importance.
In relation to land, the construction of buildings and other engineering
fitting up values land significantly in the area.
A significant positive effect resulting from this work is the creation or
retention of jobs, with corollary the increase of the income of people who
work on the site, without omitting the consistent improvement of their
families. Moreover, with buildings and modern fitting up, habitat security
is improved.
Disfigurement of the landscape by the production of various wastes.
The impact will be low.
Measures
Establishing a screen of trees along the fence.
Ensuring quality and good end of planned infrastructure.
Recruiting with priority a local workforce for the skills available on the
ground.
Developing and implementing a waste management plan
Road and various road systems building
This work concerns the building of internal traffic roads and ring roads,
the construction of railways, the fitting of electrical and telephonic
networks and the establishment of water supply network. They aim at
developing the project site and making it operational.
Risk of air pollution by dust issuing and combustion gases that can
cause IRA within the population, noise pollution through noise emission
by machines and by the clatter of rails. The impact will be of medium
importance.
Destabilization of soil structure due to excavation, clearing and filling
works. The impact, insignificant, will be of low importance.
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Potential loss of vegetation by pruning or removal when tracing

connecting railroads, including the loss of associated micro fauna,
cultures and even habitats. The importance of the impact is moderate,
taking into account any of possible compensations.
All fitting up associated with Road and Road System have a positive
impact on the economy because they are generating new jobs and
contributing to the health (promoting the availability of drinking water)
and economic welfare of populations.
Measures
Ensuring proper adjustment of engines and water regularly tracks.
Studying well the tracing of the connecting railroads in order to
minimize possible compensations.
Quarrying
Construction of various works selected under this project will require the
use of various materials such as granite, gravel and sand. These
materials will be collected from the existing quarries, namely those of
Dan (for granite), Mono (S for gravel) and Sm-Podji for sand. These
materials are not available in the project area, which justifies the use of
these well-known careers. As for the laterite on the other hand, regions
of Tori and Allada will be favored for researching careers in order to
save.
Impacts that need to be expected under this exploitation are:
Destruction of vegetation
This is usually, in terms of career, a shrub or herbaceous vegetation.
The impact will be low.
Disfigurement of the landscape
The deterioration of the landscape is mostly due to the little pleasant
contrast between large excavations from the exploitation of the resource
and undeveloped areas.
The impact will be medium.
Worsening of coastal erosion
While the taking of marine sand is not part of the main causes of coastal
erosion to the East of the Siafato cob (Cotonou), there is still an
aggravating factor as it contributes to its acceleration. The impact will be
high.
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Creating temporary Jobs

Quarrying involves creating a large number of new jobs at the level of
the mineral operators, carriers, marketers, restaurant owners and other
small businesses.
Measures
Bringing as much as possible the vegetable soil and reforesting the
sites.
Ensuring the harmonious reintegration of careers in their landscape.
9.2.2 Operation Phase
Freight transportation, container loading and unloading
The loading of containers or other form of freight, their carriage and
unloading are the main role of this project. Therefore, the conditions of
implementation of these activities must be optimal to ensure the
expected results.
Based on current project data, the following impacts are predictable:
Risk of industrial accident
Containerized or non-containerized freight being handled by cranes,
loading and unloading operations represent a permanent potential
danger; hence the health and safety of workers dedicated to these tasks
are under constant threat. The impact is medium.
Risk of traffic accident
Due to the poor state of access roads to the project site, the risk of traffic
accident, especially for larger vehicles called to serve the dry port, is
high. Indeed, two roads provide access to the Village of Azohou-Cada
2 which houses the project: one (Cotonou-Pahou-Azohou Cada), which
includes a dirt ramp of about 25 km, is very bad, especially in rainy
season: it is the one that the people and authorities of the Commune of
Tori-Bossito which Azohou Cada-2 comes under, want to see be built.
The other (Cotonou, Allada-Lissgazoun-Azohou Cada 2) which
includes a dirt ramp of about 10 km, is relatively less degraded.
Given the current situation which does not offer the security required for
the transportation of goods to the dry port, the building of dirt roads
provided under this project does not appear more sustainable or more
reassuring.
For the time being, the impact of the project remains high (permanent,
extent, local duration and high disturbance).
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Air pollution by the emission of exhaust gases containing pollutants and

dust during transportation, which may result in the deterioration of health
of workers by the IRA. The impact will be low.
Noise emission from trucks and by unloading and loading activities,
hence a risk for workers to be deaf. The impact will be medium.
Job Creation Measures
Providing the workers with adequate protective outfit.
Carrying a study on alternatives of roads to be developed.
Ensuring proper adjustment of engines and watering regularly roads.
Maintenance of machinery
The fleet of machines and vehicles used both during construction and
during the operation of the port needs to be maintained to meet the
expectations of services needed.
The maintenance and the repair of vehicles and machines will produce
various wastes including solid ones and waste oils. The expected
impacts are:
Soil Pollution
Potential pollution of groundwater
Disfigurement of the landscape
In general, the impact of these pollution risks will be low.
Measures
Ensuring the tightness of the site of maintenance
Manage waste in accordance with current regulations
Warehouse Operation
This activity is to use warehouses to store temporarily or permanently in
the dry port goods in transit or not.
The warehouse operation, like other activities, can induce impacts of
which the most important are:
Impacts
-Fire risk
The risk of fire exists permanently and depending on the circumstances
and types of goods stored, fires can be triggered. The impact will be of
medium importance.
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-Job creation
The warehouse operation generates temporary and / or permanent jobs,
whose importance will vary depending on the pace of activities. This is a
positive that impact that can benefit both populations and other economic
actors.
Measures
Developing and implementing an emergency plan.
In case of equal competence, prioritize the local workforce.
Operation of socio-sanitary buildings
The socio-sanitary structures covered in this section relating to the
specific health center and sub-unit restoration. They are under the
logistics and their operation is essential to the efficiency of the port.
Potential impacts that may result from this activity are synthesized as
follows:
The activities of the restaurant are the source of banal solid waste and
domestic wastewater, while those in the health center mainly generate
biomedical solid waste and waste liquids; of malodorous gases can
sporadically emanate from these sub-units, which after all, are likely to
pollute the air as well as the soil. The impact will be low.
Improving the health of workers
The presence of a health center will certainly improve conditions of care
for workers of the future dry port, or even that of their family members.
This positive impact will benefit both employees and their employers; the
dry port but biomedical waste must properly be managed.
Impacts
Offensive odor to populations
Measures
Managing waste according to special current regulations in Benin.
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9.2.3 Closure Phase

The closing phase is either a:
Definitive cessation of activities with or without dismantling of the
infrastructures;
Conversion of activities with a partial dismantling of the infrastructures or
not.
In the case of a closure with dismantling, the main activities consist in
the destruction of constructions and various pieces of work. Impacts
related to these activities are:
-production of rubble, scrap metal and miscellaneous solid waste;
-pollution of the air and soil;
-noise pollution;
-loss of jobs.
Apart from the loss of jobs for which the importance of the impact can be
high, other impacts are rather low.
Table 7 summarizes the

measures.(attached document)
activities,
impacts
and
suggested
Table 13 - Identification and assessment of impacts and suggested

measures (attached document)
CONSTRUCTION
1) Site cleanup
1.1.a Loss of vegetation- Degradation of air quality.
1.2.a Partial loss and leakage of wildlife
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HEMOS SARL COMMENT ON SUGGESTED MEASURES

The promoter suggests that the measures suggested by the experts be
implemented and covered by appropriate insurances.
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10. ANALYSIS OF ALTERNATIVES AND TECHNOLOGICAL HAZARDS

The Construction Project of Tori Dry Port, as is the case with other port
projects, includes dangers whose typology, quite varied, could not be
fully detailed in a preliminary study such as this one.
But prior to this exercise, there will be a quite indicative study of some
alternatives of the project by integrating the development vision of dry
ports, that is to say, considering the need to decongest the port of
Cotonou and significantly reduce time spent by ships in accelerating port
operations, in order to make it competitive.
10.1 Analysis of project alternatives
In order to illuminate a possible choice of project, it will be reviewed
following the project alternatives that follow.
10.1.1 "Without project" Situation
For HEMOS SARL, it is the current situation without any change. This is
to make no investment to transfer any current activities or operations of
the port on another site. Under such conditions, the advantages and
disadvantages are:
Advantages
Continued own level of financial resources due to nonpayment of
expenses related to the installation of a dry port;
Disadvantages
Worsening of congestion level of the port;
Lengthening of stay of the ship (in harbor and quay);
Depreciation of Cotonou destination in favor of Lom destination due
to loss of time and financial resources by the linesmen;
Loss of significant financial resources to the National Budget.
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10.1.2 Project 1 situation (with section of dirt road)"

It consists in implementing a dry port project on the current site of
Azohou-Cada 2, where access is facilitated by Cotonou-PahouHayakpa-Azohou Cada 2 route, a road whose Cotonou-Pahou section
(about 20 km) is tarred and Pahou-Hayakpa Azohou-Cada 2 ramp
(about 25 km), in developed lateritic soil or not, that is a total of 45 km.
Advantages
Decongesting the port;
Significant reduction of time spent by ships;
traffic of Cotonou Port by ships due to substantial gains in time and
financial resources;
Benefit of significant resources for the National Budget;
Job Creation.
Disadvantages
for the Port of Cotonou, if it has to make bondage investments, there
is a significant risk of reduction in own financial reserves due to
investment, this justifies the reason to concede the entire area to
HEMOS who has the financial resources for this purpose;
-risk of tax avoidance;
-risk of traffic accidents, very high risk of capsizing during rainy season.
10.1.3 "Project 2 situation (section of road with asphalt)"
This is the dry port project following the same route as before, except
that the Pahou-Hayakpa-Tori Cada 2 is tarred.
Benefits
Decongesting the port, reducing significantly the time spent by ships;
Traffic of Cotonou Port by ships due to substantial gain in time and
Profit of significant resources for the National Budget;
Job creation;
Best conditions for freight transportation (traffic flow and security of
goods);
Accelerating the development of Tori-Bossito Commune.
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Disadvantages
High reduction of own financial reserves due to high capital costs;
Risk of tax avoidance;
Risk of traffic accidents.
10.1.4 "Project 3 (with section of earthen road)"
This alternative focuses on a dry port project installed in the same
project site, that is to say Azohou-Cada 2. However, it intends to
borrow, in order to access it, Cotonou-Allada-Lissgazoun-AzohouCada 2 road, Cotonou-Allada section long of about 55 km being tarred,
and the one of Allada-Liissgazoun-Azohou-Cada2 long of 10 km being
in dirt road with or without building, totaling 65 km.
Advantages
Significant reduction in time spent by ships;
Profit of significant resources to the National Budget;
Job creation.
Disadvantages
Reduction of own financial reserves due to investment;
Project located outside 50 km radius of Cotonou;
Risk of traffic accidents;
Limited risk of capsizing freight during rainy season.
10.1.5 "Project 4 situation (with a section of tarred road)"
This alternative maintains the same route as the situation of project
3, but Allada-Lissgazoun-Azohou-Cada 2 ramp is tarred to ensure
its stability.
Advantages
Significant reduction in time spent by ships;
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Profit of significant resources to the National Budget;
Job creation;
Best conditions for freight transportation (traffic flow and security of
goods);
Slight acceleration of the development of the Commune of Allada.
Disadvantages
High reduction of own financial reserves due to relatively high capital
expenditure;
Project located 50 km away from Cotonou;
10.1.6 "Project 5 situation (on another site)

This alternative aims at implementing the project of a dry port on a site
different from the one provided by Cotonou Authority Port. This is nearly
an ideal site which meets the conditions already imposed (located in a
radius of 50 km from Cotonou, having an area of 100 ha in one piece at
least, close to the rails, the minimum possible compensation and
compatible with the activities of a dry port). In addition, to avoid the
problems inherent in the type and building of access roads, the site must
be located along Cotonou-Malanville interstate highway (RNIE).
Advantages
Significant reduction in time wasted by ships;
Profit of significant resources for the National Budget;
Job creation;
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Good conditions for freight transportation (traffic flow and security of

goods);
Disadvantages
High risk of non-availability of this site;
Delay in starting work;
Reduction of own financial reserves due to capital expenditure;
10.2 Comparative analysis of alternatives and selection of the preferred
alternative
In order to guarantee an objective analysis and facilitate the selection of
the preferred alternative, various options were considered against certain
criteria based on a rating scale.
The criteria considered are:
a) availability of the site;
b) capacity to decongest and competitiveness of Cotonou Port;
c) gain (joint) of financial resources for the National Budget;
d) traffic free flow and security of goods;
e) capacity to induce local development;
f) location within a radius of 50 km from Cotonou.
Regarding the rating scale, it varies from 5 (excellent or advantageous)
to 1 (poor or unfavorable).
Table 8 below presents the results of the comparison:
Table 14 - Assessment of alternatives
Variants
Criteria
Site availability
Decongestion
and
Competitiveness
Variant Variant of Variant of Variant of Variant of Variant of

without project 1 project 2 project 3 project 4 project 5
project
5
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of Cotonou
Port
Profit of financial 3
resources for the
National Budget
Traffic flow and 2
security of goods
Variants
Variant
without
project
Criteria
Capacity to
3
induce local
development
5
Location
within a
radius of 50
km from
Cotonou
Average
3.17
Variant of
project 1
Variant of
project 2
Variant of
project 3
Variant of Variant of
project 4 project 5
4.17
4.83
3.83
4.33
4.17
From the results of the evaluation and comparison of different

alternatives, it is variant 3 (project 2 situation), that is to say, the
Project of dry port implemented in Azohou-Cada 2, which accumulated
the highest average. One can get to the project site by the track
Cotonou-Ahozon-Hayakpa-Azohou-Cada, 2 fully tarred roads. It is
therefore the best variant to be chosen, because the site is already
available and is subject to a number of preliminary works.
In addition, it offers one of the best traffic flow and safety of freight
transportation, while it has one of the best opportunities for local
development for the municipality of Tori-Bossito.
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Risk Analysis
In this section, the risk analysis will focus on variant 3 (project 2
situation) which is the oriented variant of the study, that is to say variant
2 improved with a section of tarred road. The analysis will also address
variant 2 which seems to have more risk and differs from variant 3 only
by the section of dirt road.
In this context, it must be remembered that a dry port, like a seaport
whose activities are virtually identical, is an industrial and commercial
unit that, although it is not a hazardous facility, has still some risks.
This analysis aims at:
identifying and describing potential risks in connection with
construction and operation of the Dry Port of Azohou-Cada 2 through
accidents or emergencies that may occur;
suggesting measures to reduce the likelihood of risk and the effects
of any disaster.
10.3.1 Type of risks
On the occasion of site selection to house Tori Dry Port, one of the
important criteria used remains the minimization of damages. This
suggests that the port be installed in an area sparsely populated, so
practically in the open field. Under these conditions, the danger that the
port would be to local residents would be relatively weakened.
Nevertheless, the port represents a potential risk in all phases of its
existence, especially during construction and operation phases.
Indeed, there is a danger to:
the workers during the construction phase;
port workers, the road users and residents during the operation.
During the construction phase
risk of accident
During the construction phase, accident risks are due to the possibility of
transshipments. In case of occurrence of these transshipments, they are
likely to cause more or less serious prejudices to workers and even to
the personnel responsible for supervising works.
The damages that can result from them vary from light injuries to
possible loss of life, through various trauma cases.
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During the operational phase

Risks of accidents
The risks of accident during this phase relate to traffic accidents and
feedstock transshipment.
As for traffic accidents, they may occur during carrying of goods
between Cotonou and the dry port. These accidents, if they occur, may
involve both road users and the residents (currently rare) of the dry port.
Damage more or less important so caused can be material and / or
humans.
Always with respect to traffic accidents, the record of damages may be
much heavier if one is in presence of alternative 2, particularly during the
rainy season, where on the section of Pahou-Hayakpa Azohou-Cada 2
dirt road can cause frequent capsizing of trucks with their corollaries of
loss of life and de material damages.
As for transshipments, they may occur during operations of container
loading and unloading. In these cases, the damages which will result
from them will especially be human.
Risk of fire
Accident risks can stem from two main sources: traffic accidents and dry
port hydrocarbon base.
When a traffic accident involves a collision between two or more
motorized vehicles , it can lead to fire more or less serious, in which one
or more vehicles can partially or entirely burnt.
As for the dry port hydrocarbon base, it is relatively far from the place of
concentration of common activities, since it is lodged deep in the "Zone
to be built later "(see attached ground plane). Accidental oil pouring in
presence of a flame or a spark can cause a more or less major fire,
which may lead to a disaster if it is not brought under control in time.
Material and financial damages and loss of life will be proportional to
the importance of the sinister and inversely proportional to the speed
and efficiency of interventions.
10.3.2 Risk prevention
Prevention of risks during the construction phase

To prevent the risks of accident within this phase, it proves to be
essential to provide the workers with adequate outfits of protection
(helmets, gloves, boots, etc.) and sensitize them to effectively wear the
outfits for the observance of due caution on site.
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Prevention of risks during the operational phase

These risks relate to both traffic accidents and transshipments on the
site as well as fire. To prevent them one must:
respect the highway code and observe the caution regulation (for
traffic accidents and collisions between vehicles);
equip workers with adequate protection outfits (helmets, gloves,
boots, etc.) and sensitize them to effectively wear them for the
observance of due caution on site (for transshipment);
comply with the hydrocarbon storage rules, prevent any accidental
pouring of hydrocarbon;
regulate strictly the access to the storage by prohibiting, among
other things, the introduction of ignition sources.
Moreover, if notwithstanding the prevention measures taken, disasters
occur during the operational phase, you must call:
- The Fire Fighters on: 18; 21 30 22 22/21 33 46 26;
SAMU (Emergency Medical Service for Homeless People) on: 12; 21
30 73 36/21 30 01 55/21 30 06 56.
In any case, HEMOS SARL, for the Dry Port of Tori, must develop and
implement an emergency plan.
11. Works after the file approval by the Board of Directors

At the end of your letter n 1 627/PAC/DG/DGA/SG/DT (SETP) / DAJD /
SD of 26 July 2011, the PAC requested files of feasibility study for file
approval by the Board of Directors within three months as of July 26,
2011.
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As such, HEMOS informed the PAC without any reply. Two letters were
sent to the PAC to this purpose including the letters:
- 075/08-11/HEMOS/SA/DGA/DO/DG of August 02, 2011
- 082/09-11/HEMOS/SA/DGA/DO/DG of August 02, 2011
11.1. Letter n082/09-11/HEMOS/SA/DGA/DO/DG of August 2, 2011

remains unanswered to date and having a legal impact
COTONOU PORT Authority
Cotonou, on 5 December 2011
To
The DIRECTOR
(For the attention of the Head of Legal Affairs and Estate Department)
Your re f. : 372/PAC/DG/DGA/SG/DAJD/SD of February 22, 2011

Our re f. : 057/07-11/HEMOS/SA/DGA/DO/DG
Subject:
Dry Port "
A/s notice of delivery " Restart of our site application for the construction of
Dear Director
Further to your letter referred to in your
references further to our request to your
authority, of the site of Tori Bossito in to order to erect a Dry Port on it and to our letters
n11/01-11/HEMOS/SA/DGA/DO/DG
of February
22, 2011 and n 520/0611/HEMOS/SA/DGA/DO/DG of February 22, 2011, remains unanswered, we beg to
reiterate our request to your Authority.
As such, we would like to inform you that our financial partners have finally agreed to
put at our disposal a total amount of 50.000.000.000 (fifty billion) to start the project we
would like to carry out in partnership with the PAC and all the stakeholders likely to
make port business flourish. This funding is released only when the PAC has agreed in
principle. Our partners are available to complement any explanation with the PAC.
We had been requested e to provide the descriptive plan of our activities as well as
information on the financial capacity of our Company.
Further to these lawful requests, please note:
- On the one hand, that in our letter of request, we asked your agreement in principle in
order to study and validate with your competent services plans that will accommodate
your instructions and port policy ; We believe this amounts to the working out of the
plans with Port Authority. Notwithstanding, we intend to build hostage platform,
warehouses, customs and safety infrastructures, easement infrastructures, etc.., Which are
needed to make Cotonou Port, the 1st Port of reference in the sub region and facilitate our
safe transactions with hinterland;
- on the other hand, our financial capacity in the implementation of this project is within
the limits of the files validated by
Port Authority, it is related to
your agreement in
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principle which will be an important element in the provision of funds by donors who
support us, and
- on the third hand, the works performance term will depend on the time of validation of
our files by Port Authority.
Looking forward to hearing from you and relying on your continuous devotion to make
Cotonou Port, the first in the region, please accept, Mr. Director General, the expression of
our open collaboration and of our respectful feelings.
Marlne C. Sonagnon HOUNGUE

General Manageress
Despite the lack of reply to the letter, HEMOS submitted the technical
file. This does not prevent from concluding that the legal consequences
of the acts are linked.
11.2. Works following the authorization by the Board of Directors
11.2.1. File necessity
The deadlines for work completion are to be determined between the

Cotonou Port Authority and HEMOS. They are functions of the time
validation of technical files that are being worked out.
Indeed, considering the economic, Social and tax emergency of the file
for Benin and the fact that the Port of Lom has just benefit from
300.000.000.000 for investments in modernization, HEMOS has already
started working out the technical files.
11.2.2. File to be submitted to PAC further to the validation of the
project by PAC
In your letter of agreement in principle, the PAC specifies that "
if
approved, you will have before signing the occupation agreement
of the relevant area, to produce to Cotonou Port Authority a
technical file including:
plans and sections of various works to be built;
the description of the various state bodies of the project;
the Executive plans, the estimate of various works and the
calculation notes relating to it;
the Certificate of Environmental Conformity after validation of
the study of environmental impact.
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Only after certification of these specified documents that the

authorization to start works will be notified to you. "
11.2.3. Schedule of works relative on point 11.2.2.
The construction of a dry port is an operation that dependent At the

same time on the fields of building, equipment, engineering and
construction.
It is a type of project that requires the intervention of almost all
categories of specialists in Buildings and Public Works.
Based on the program, the whole building design will be carried by a
town - planner, given the characteristics of the site and the necessity of
good progress of activities.
It is the development plan that specifies particularly:
- various sectors of activity on the site: administration, unloading and
storage, exhibition and sale, the control, various conveniences etc.
The tracing of various access roads to site and traffic roads inside the
site,
- The length and size of sales areas in accordance with the standards of
vehicle parking,
- The implantation positions of superstructures such as: buildings,
fences, towers, equipment rooms etc..
The engineers (Roads and Road System, civil engineering, electricity
...) then intervene on the basis of the building design that has been
adopted to calculate and design the roads, road systems and structures
of buildings and other works.
All these stakeholders are assisted by support staff: technicians,
designers, secretaries etc, and they use various material means for
performance and the presentation of their works.
11.2.3.1. Human resources
Enumeration of staffing needs
The needs for key personnel resulting from the forementioned
intervention chronology are:
- A Town-planner,
- A Road and Road System civil engineer,
- A Geographer-planner.
To this, must be added the support staff including designers and a
secretary.
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Support staff: This staff includes designers and secretaries.

Designers: Designers are responsible for drawing all the project graphics
properly (designs, sections, faades, sketches, details etc..).
The secretary: one secretary will provide permanent secretariat of the
mission dealing with contacts with the foreman, mails, processing and
editing reports. She acts throughout the duration of the mission.
11.2.3.2. Material means
The accomplishment of this mission needs the use of various material
means, the most feasible are:
- the trip of experts to the site,
- the editing and reprography of reports including graphics in particular,
- Consumption of material and office and computer supplies.
The projected quantity for these various material means are presented in
the following table:
Material means planned for the missions
Designation
1-Means of transport
Cotonou-Tori A/R trip
2- Reprography Editing
2.1 Editing the provisional
report
2.2. Editing the final report
2.3. Digital Cartography
Unity
Quantity
Rental Fee
unity
unity
unity
10 + designs N
and B
10 + designs
colors
10
Remarks
11.2.3.3. timeline of activities, documents to be returned and time-limit

Timeline of activities
Total duration of the mission

The entire mission will last in all ten (10) weeks, about two and a half
months.
The activities planned according to a schedule that allows to issue a
provisional report within eight weeks.
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Schedule of the mission activities (see the original document

attached)
Activities
Duration
Periods
Documentary Research
1 Week
During the 1st week
Visit and analysis of the site
2 Week
1st and 2
Activity n1 : Documentary Research and Site analysis
1.1.
1.2.
nd
rd
week
1 Week
Enumeration of needs in activities and in space : Meeting with

DAT, PAC et and main actors concerned.
1 day
4th week
Table of needs analytical synthesis
2 days
4th week middle
Building outline ( 2 or 3 alternatives )
1 week
mid-4th week to mid- 5th week
Building plan
2,5 weeks
mid-5th week to the of 7 week
Brief description of works
1 week
7th week
Brief estimation and proposition implementation phase
1 week
2
7th week
3 weeks
6th, 7th and 8th weeks
1 day
End of the 8th week
1 day
According to the foreman
2 weeks
9th and 10th weeks
1 day
End of the10th week
Synthesis of the site analysis : note of synthesis and cartography
week
1.3.
Activity n2 :Working out of the development program
2.1
2.2
Activity n3 : Design of the building plan
3.1
th
3.2
Activities n4 : Description and brief estimation
4.1
4.2
Activities n5 : Preparation and delivery of reports

Preparation of report of presentation and graphics
Delivery of the provisional report ( 10 copies)
5.1.
Meeting of presentation and validation
5.2.
Proofreading of the provisional report

5.3.
5.4.
Delivery of the final report (10 copies)
5.5.
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WORK PLAN AND SCHEDULE Full-time
half time
WEEKS
NAMES
MAN/DAY
POSTS
Month 2
Month 1
Month 3
5
1
TOWN
PLAN
NER,
HEAD
OF
MISSI
ON
CIVIL
INGINI
EER
GEOG
RAPH
ER
PLAN
NER
8
9
10
Town
planne
r, head
of
missio
n
Road
and
Road
Syste
m Civil
Engine
er
Geogr
apher
planne
r
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TOPO
DESIG
NERS
Road
and
Road
Syste
m
DESIG
NER
Secret
ary
Topo
Design
er
Road
and
Road
Syste
m
design
er
Secret
ary
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12. CONCLUSION AND RECOMMENDATIONS

Owing to this preliminary EIA, a good deal of negative and positive
impacts related to the implementation of the project were identified and
solutions for their depletion or improvement were suggested. These
impacts cannot be exhaustive at the current phase of the studies.
In addition, the recommendation listed below representing measure and
additional study suggestions for the study of the environmental and
social impact were formulated so as to contribute to the success of the
next phase, if there is any. Here are they:
studying the layout of the railways connected to the network of OCBN, in
the sense of avoiding great damages in order to minimize the damages
and the eventual subsequent compensations;
studying the alternative or the alternatives of access tracks to prefer, so
as to limit traffic accidents on bad-condition tracks, likely to foster
frequent truck capsizing more probable during rainy season;
studying the risks or the dangers inherent in the implementation of the
project, taking due account of the information deriving from the track
study;
identifying crop farmers operating illegally on the site, ask them to move
from the occupied lands and make sure to make them priority when
recruiting for manpower;
carrying out the analysis of the condition of Dan divinity transfer onto
another site, if it works out during the elaborate ESIA;
clearing the site as and when the land is being occupied;
providing a curtain shaft around the estate;
making the local manpower priority at equal competence;
ensure proper tuning of the engines and water the land tracks well;
waterproofing the vehicle repair and hydrocarbon supply surfaces;
ensuring the tightness of the pipes and engines;
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managing the waste oils according to the current regulations;

developing and implement a program of CCC and STI control;
developing and implement a waste management plan;
bringing topsoil as much as possible and deal with the revegetation of
the sites;
equipping the workers with proper protection materials;
ensuring the sealing of the maintenance site;
managing the waste in accordance with the current regulations;
developing an emergency plan and implement it.
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BIBLIOGRAPHY
1) ABE (1998) : General Guide for carrying out a study of impact on
environment ; 76 pages.
2) ATLANTIC- LITTORAL DEPARTMENT /COMMUNE OF TORIBOSSITO (2005) : The development plan of the municipality of ToriBossito ((2005-2009).
3) NATIONAL INSTITUTE OF STATIS TICS AND ENONOMIC
ANALYSIS (2003): General census of the population and the habitat in
2002.
4) MEHU/ABE (2002): Integrated report about the condition of the
environment in Benin ; 187 pages : 65-69.
5) MISD (2001): Monographic atlas of the administrative districts of
Benin.
6) MSP (2002 et 2003): Statistics book of the Ministry of Health.
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ANNEX Plans Dry port of Tori

Plans:
- P12 - Tori establishment and topographic plan

- P13 - Tori Zoning plan
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- Topographic survey of the access tracks to the dry port of Tori (4

leaflets)
Figure 2.2 - Localization of the site of the dry port of Tori
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(see the original document attached)
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MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

REPORT OF THE TECHNICAL AND ECONOMIC

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

List of tables .......................................................................................................................................... 7

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

2.12.5.3. Communication space also named zone 4.........................................................................30

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

5.3.3. Objectives of the study...............................................................................................................59

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

8.2. Analysis of the environmental stakes..........................................................................................91

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

List of the tables

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

List of the figures

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

List of the photographs

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

List of the graphs

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

List of the annexes

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

2. TECHNICAL EVALUATION OF THE PROJECT OF TORI

The Autonomous Port of Cotonou undertook to promote the development

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

sector. In addition, it helps them to reduce the rate of unemployment by

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

2.5. The provision of the estate of Tori.

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

2.7. Advantages for the Autonomous Port of Cotonou

Prizing the site of Tori ;

2.8. Background of the case

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

2.8. Introducing the sponsors

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

2.9. Situation of the Dry Port

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

2.10. Vocation of the future dry port

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

Dry ports have inherent advantages compared to port terminals that

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

- cotton and cashew representing 35,000 TEUS in 2007,

Preparation of how the grounds of the dry port of Tori will be

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

The bimodal transport chain (sea-land) that will be implemented as soon

Zone 2 representing the commercial zone

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

Zone 3 representing the port services zone

Zone 4 representing communication zone

Zone 5 representing the industrial or hydrocarbon and dangerous

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

2.12.5.1. Space devoted to warehousing also named zone 1.

It varies depending on the fact that it receives bulk or containers. It is

MASTER PLAN UPDATING-COMPREHENSIVE FEASIBILITY STUDY-PRELIMINARY ENGINEERING AND

Table related to the surfaces required for loading/unloading